2025 Mahindra XUV700 AX7L review
Mahindra XUV700 Cons
Families of Australia take note – the Mahindra XUV700 is the cheapest seven-seater in the country.
Priced from just $39,990 drive-away, the updated XUV700 mid-size SUV is more affordable than base seven-seat versions of the Nissan X-Trail and Mitsubishi Outlander – both staples of Aussie family life.
And that's not to say Mahindra's offering skimps out on standard equipment. It was already generously equipped in pre-facelift guise, but it's also gained wireless Apple CarPlay and Android Auto, ventilated front seats and mirror memory functions with this latest update.
So, what's not to love? Well, the looks, for one. The XUV700 deserves better than the 18-inch wheels fitted to each corner as standard, and there's a disconnect between the front and rear styling.
Further, the Mahindra brand is better known for tractors than plush SUVs, and it'll take some time to build credibility in the Australian automotive space.
WATCH: Paul's review of the Mahindra XUV700 Black Edition
For that reason, models like the XUV700 are crucial to Mahindra's success Down Under.
Does this family hauler have what it takes to be the catalyst for a local sales spike? We spent a week in a mid-spec AX7L to find out.
The Mahindra XUV700 lineup has received a handful of upgrades for 2025, resulting in $3000 price hikes for both the entry-level AX7 and flagship AX7L.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
Feedback on the white upholstery mustn't have been particularly positive, because it's been dropped for this update in favour of a safer black on black colour scheme.
The interior feels less 'blingy' as a result, expanding the pool of potential buyers for this seven-seat family SUV.
However, gloss black plastic is still in strong supply – a finish that looks premium when new but shows signs of wear and tear quickly. A significant portion of the interior surfaces are finished in less shiny but still hard and scratchy plastic, with softer leatherette limited to the seats, armrests and front section of the dash.
The steering wheel is wrapped in real leather, although it doesn't feel especially high-end. Nevertheless, the quality of materials is on par with similarly priced rivals.
While the seats present well, they let the XUV700 down from a comfort perspective.
Even in their lowest setting, the front pews sit far too high in the cabin, limiting headroom for taller drivers. On top of that, the base cushion is far too firm, and lateral support is lacking.
Adjustments can be made via Mercedes-Benz-style controls built into the door cards, although I was unable to get truly comfortable. This specced up AX7L comes with three-stage seat ventilation but no heating, which isn't all that surprising considering this vehicle's country of origin.
In addition to ventilated front seats, 2025 examples of the AX7L feature wireless smartphone mirroring, which is now standard across the XUV700 range.
It's a welcome convenience upgrade for the model, and you still get two USB-A wired connection outlets. There's also a wireless charging pad.
However, the interior technology in the XUV700 still leaves plenty to be desired.
A single wraparound panel houses the infotainment and instrument displays, which both measure 10.25 inches in diameter.
The former features Mahindra's own Adrenox connected car technology platform, a system that's thoroughly modern but not quite as polished as others in market.
For example, the infotainment system takes a while to boot up after starting the car, and we experienced numerous glitches and quirks during our week-long loan including a frozen volume readout, Apple CarPlay dropouts, and slow loading speeds.
That said, the visuals are crisp and the menus are easy to navigate.
The digital instrument cluster is similarly uncluttered. A customisable centre readout is flanked by a pair of digital gauges – nice and simple, although not particularly inspiring.
Then again, props to Mahindra for integrating CarPlay navigation into the cluster display, which allows you to view directions without glancing across to the infotainment screen.
Once again, the graphic design of the driver display is reminiscent of modern Mercedes-Benz models… I'm starting to see a trend here.
But unlike current Mercs, the Mahindra sports a traditional cabin layout with plenty of physical switchgear including a BMW-style rotary controller.
While it's great to have that option, I still preferred to use the touchscreen. Conventional buttons and dials dominate the climate control panel – another tick for useability – but there's no temperature readout, which forces the operator to refer to the infotainment screen when adjusting settings.
The XUV700 is blessed with ample cabin storage – a trait that helps it stand out from the family SUV crowd. Headlining the set of solutions is quite possibly the biggest glovebox I've ever seen in a car, while the centre console is likewise deep and ventilated, too.
A host of additional cubbies are scattered around the cabin, with dedicated areas for drink bottles, sunglasses and smaller knick-knacks.
Moving back, the second row is reasonably well equipped for the demands of a busy family.
Taking into account legroom and headroom, there's enough room for two taller adults to sit in comfort, or three smaller types. While the panoramic sunroof eats into overhead space, you get some back courtesy of a split-reclining bench.
Second-row amenities include shallow map pockets, a single USB-C outlet for rear occupants to fight over, dual air vents, and a centre armrest with undersized cupholders. Nothing to brag about, but I'd hardly call the space oppressive either.
And the XUV700 has a not-so-interesting party trick – a third row of seats.
From the outside looking in, it's hard to imagine the rear seats are particularly comfy, but you'd be surprised.
While difficult to access, the back-back is actually quite usable, with above average legroom and just enough headroom for shorter persons. Considering the XUV700 is essentially a mid-size SUV, that's ultra impressive.
Equally impressive is the inclusion of a 12V power socket, cupholders on either side, and air vents with fan controls. That's a generous back row, if you ask me.
The same can't be said of the boot. Mahindra doesn't quote a boot capacity figure, but there's only room for a few grocery bags when the third row is in place. Fold it down and you can fit bulkier items, which slide in easily as there's no annoying load lip.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The entire Mahindra XUV700 range is powered by a 2.0-litre four-cylinder turbo-petrol engine driving the front wheels only. Diesel power and all-wheel drive are available in other markets, along with the option of a manual transmission.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The XUV700 performs adequately in relaxed city driving, but beyond those confines you quickly notice its low dynamic ceiling.
Rolling around the suburbs at up to 60km/h, this family-friendly SUV is softly sprung and easy to steer, with a rack that's almost too light.
The turbo-petrol four-cylinder engine is relatively refined, too – a healthy 380Nm of torque is available from just 1750rpm, so it's easy to make quick progress, and I rarely noticed an excess of noise or vibration from under the bonnet.
Likewise, the six-speed automatic transmission is agreeable in its operation, offering smooth upshifts and snappy downshifts.
I will take issue with the brake pedal though, as the stopper in our tester moved laterally in its housing and provided little feedback unless firmly pressed.
The auto-hold system is also clunky and unpleasant to use – when you attempt to take off from a standing start the car feels like it's momentarily stuck in quicksand, which makes smooth getaways difficult. That's especially grating in stop-start traffic, so I chose to disable the system completely. It's all about smooth inputs with the XUV700.
Visibility from the driver's seat is excellent, especially given the higher-than-normal driving position. Chunky side mirrors support your natural range of vision, which is unimpeded in all directions.
That makes the XUV700 a relatively simple beast to park, and the AX7L comes equipped with high-resolution surround-view and reversing cameras that prove helpful in tight confines.
Cracks start to appear in the refinement of the XUV700 once you cross city limits and hit the highway. The powertrain will quietly cruise at 1800rpm on a stretch of 80km/h road, but it's in those situations that road and wind noise ramp up to disruptive levels.
All versions of this model feature Smart Pilot Assist – Mahindra's take on semi-autonomous driving technology. While the adaptive cruise element of the system works well, the lane centring lacks finesse in its calibration, often bouncing the car between lane markings.
Blind spot support comes in the form of cameras fitted to the side mirrors that project a live feed onto the instrument cluster, which sounds more advanced than it is in reality. Picture quality is low, and the feed flashes onto the driver display in peculiar situations, like when you're making a basic turn at a set of traffic lights.
Other safety systems in the XUV700 are less random in their operation. The traffic sign recognition feature never punishes you for its own failures, and there's no intrusive driver attention monitoring system.
While the XUV700 remains competent as a highway cruiser, it falls down on a country road. As previously alluded too, the steering is so light that it feels a bit disconnected from the front wheels – disconcerting when you're tackling a twisty stretch of tarmac.
And there's not much to love from a handling perspective, as this soft and squishy family SUV understeers through corners with plenty of body roll, even at moderate speeds.
I was particularly disappointed by XUV700's lack of wet grip at city speeds. Quite simply, the budget-friendly MRF Wanderer tyres aren't up to task, scrabbling for traction under modest throttle inputs when the roads are a bit greasy, although it's easy to replace them.
On test here is the middle-of-the-range XUV700 AX7L.
2025 Mahindra XUV700 AX7 equipment highlights:
The AX7L adds:
The Black Edition adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 has yet to be assessed by ANCAP.
Standard safety equipment includes:
AX7L adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 is backed by a generous seven-year, 150,000km warranty including seven years of roadside assist. Servicing is generally required every 12 months or 15,000km, although an initial round of maintenance is required at one month or 1500km and the second service is due at 10,000km.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
There's more to the Mahindra XUV700 than a cheap as chips sticker price.
In AX7L trim, it's a spacious and well-equipped family seven-seater with a long warranty, all the latest safety tech, and a gutsy turbo engine.
As far as showroom appeal goes, there's certainly more here than you'll find in a base Outlander or X-Trail.
However, the XUV700 doesn't come close to those segment mainstays as a driving machine. It's soft and lacks feel behind the wheel, which will prove disappointing to those making the switch from proven Japanese rivals. Taller buyers will also be put off by the awkward ergonomics.
And while the swish, modern cabin tech presents well, it feels undercooked once you start tapping and swiping around the touchscreen.
So, while the XUV700 may look like an absolute steal on paper, it's not without compromise. If interior space, standard equipment, and affordability are your top priorities, then this left-field challenger is well worth considering, especially in AX7L trim.
However, if you're after a popular SUV from an established player, the Outlander, X-Trail and Honda CR-V represent decent bang for buck.
And then there's something like the Chery Tiggo 8 Pro Max, which combines a lengthy list of kit with solid driving dynamics. Of all the options at this price point, it's my favourite.
But it's worth noting that the Mahindra and Chery don't hold their value as well as models from legacy manufacturers, which could be a potential red flag for new car buyers on a tight budget. Nevertheless, there's plenty of value to be found in the updated XUV700.
Interested in buying a Mahindra XUV700? Let CarExpert find you the best deal hereMORE: Explore the Mahindra XUV700 showroom
Content originally sourced from: CarExpert.com.auMahindra XUV700 Pros
Mahindra XUV700 Cons
Families of Australia take note – the Mahindra XUV700 is the cheapest seven-seater in the country.
Priced from just $39,990 drive-away, the updated XUV700 mid-size SUV is more affordable than base seven-seat versions of the Nissan X-Trail and Mitsubishi Outlander – both staples of Aussie family life.
And that's not to say Mahindra's offering skimps out on standard equipment. It was already generously equipped in pre-facelift guise, but it's also gained wireless Apple CarPlay and Android Auto, ventilated front seats and mirror memory functions with this latest update.
So, what's not to love? Well, the looks, for one. The XUV700 deserves better than the 18-inch wheels fitted to each corner as standard, and there's a disconnect between the front and rear styling.
Further, the Mahindra brand is better known for tractors than plush SUVs, and it'll take some time to build credibility in the Australian automotive space.
WATCH: Paul's review of the Mahindra XUV700 Black Edition
For that reason, models like the XUV700 are crucial to Mahindra's success Down Under.
Does this family hauler have what it takes to be the catalyst for a local sales spike? We spent a week in a mid-spec AX7L to find out.
The Mahindra XUV700 lineup has received a handful of upgrades for 2025, resulting in $3000 price hikes for both the entry-level AX7 and flagship AX7L.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
Feedback on the white upholstery mustn't have been particularly positive, because it's been dropped for this update in favour of a safer black on black colour scheme.
The interior feels less 'blingy' as a result, expanding the pool of potential buyers for this seven-seat family SUV.
However, gloss black plastic is still in strong supply – a finish that looks premium when new but shows signs of wear and tear quickly. A significant portion of the interior surfaces are finished in less shiny but still hard and scratchy plastic, with softer leatherette limited to the seats, armrests and front section of the dash.
The steering wheel is wrapped in real leather, although it doesn't feel especially high-end. Nevertheless, the quality of materials is on par with similarly priced rivals.
While the seats present well, they let the XUV700 down from a comfort perspective.
Even in their lowest setting, the front pews sit far too high in the cabin, limiting headroom for taller drivers. On top of that, the base cushion is far too firm, and lateral support is lacking.
Adjustments can be made via Mercedes-Benz-style controls built into the door cards, although I was unable to get truly comfortable. This specced up AX7L comes with three-stage seat ventilation but no heating, which isn't all that surprising considering this vehicle's country of origin.
In addition to ventilated front seats, 2025 examples of the AX7L feature wireless smartphone mirroring, which is now standard across the XUV700 range.
It's a welcome convenience upgrade for the model, and you still get two USB-A wired connection outlets. There's also a wireless charging pad.
However, the interior technology in the XUV700 still leaves plenty to be desired.
A single wraparound panel houses the infotainment and instrument displays, which both measure 10.25 inches in diameter.
The former features Mahindra's own Adrenox connected car technology platform, a system that's thoroughly modern but not quite as polished as others in market.
For example, the infotainment system takes a while to boot up after starting the car, and we experienced numerous glitches and quirks during our week-long loan including a frozen volume readout, Apple CarPlay dropouts, and slow loading speeds.
That said, the visuals are crisp and the menus are easy to navigate.
The digital instrument cluster is similarly uncluttered. A customisable centre readout is flanked by a pair of digital gauges – nice and simple, although not particularly inspiring.
Then again, props to Mahindra for integrating CarPlay navigation into the cluster display, which allows you to view directions without glancing across to the infotainment screen.
Once again, the graphic design of the driver display is reminiscent of modern Mercedes-Benz models… I'm starting to see a trend here.
But unlike current Mercs, the Mahindra sports a traditional cabin layout with plenty of physical switchgear including a BMW-style rotary controller.
While it's great to have that option, I still preferred to use the touchscreen. Conventional buttons and dials dominate the climate control panel – another tick for useability – but there's no temperature readout, which forces the operator to refer to the infotainment screen when adjusting settings.
The XUV700 is blessed with ample cabin storage – a trait that helps it stand out from the family SUV crowd. Headlining the set of solutions is quite possibly the biggest glovebox I've ever seen in a car, while the centre console is likewise deep and ventilated, too.
A host of additional cubbies are scattered around the cabin, with dedicated areas for drink bottles, sunglasses and smaller knick-knacks.
Moving back, the second row is reasonably well equipped for the demands of a busy family.
Taking into account legroom and headroom, there's enough room for two taller adults to sit in comfort, or three smaller types. While the panoramic sunroof eats into overhead space, you get some back courtesy of a split-reclining bench.
Second-row amenities include shallow map pockets, a single USB-C outlet for rear occupants to fight over, dual air vents, and a centre armrest with undersized cupholders. Nothing to brag about, but I'd hardly call the space oppressive either.
And the XUV700 has a not-so-interesting party trick – a third row of seats.
From the outside looking in, it's hard to imagine the rear seats are particularly comfy, but you'd be surprised.
While difficult to access, the back-back is actually quite usable, with above average legroom and just enough headroom for shorter persons. Considering the XUV700 is essentially a mid-size SUV, that's ultra impressive.
Equally impressive is the inclusion of a 12V power socket, cupholders on either side, and air vents with fan controls. That's a generous back row, if you ask me.
The same can't be said of the boot. Mahindra doesn't quote a boot capacity figure, but there's only room for a few grocery bags when the third row is in place. Fold it down and you can fit bulkier items, which slide in easily as there's no annoying load lip.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The entire Mahindra XUV700 range is powered by a 2.0-litre four-cylinder turbo-petrol engine driving the front wheels only. Diesel power and all-wheel drive are available in other markets, along with the option of a manual transmission.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The XUV700 performs adequately in relaxed city driving, but beyond those confines you quickly notice its low dynamic ceiling.
Rolling around the suburbs at up to 60km/h, this family-friendly SUV is softly sprung and easy to steer, with a rack that's almost too light.
The turbo-petrol four-cylinder engine is relatively refined, too – a healthy 380Nm of torque is available from just 1750rpm, so it's easy to make quick progress, and I rarely noticed an excess of noise or vibration from under the bonnet.
Likewise, the six-speed automatic transmission is agreeable in its operation, offering smooth upshifts and snappy downshifts.
I will take issue with the brake pedal though, as the stopper in our tester moved laterally in its housing and provided little feedback unless firmly pressed.
The auto-hold system is also clunky and unpleasant to use – when you attempt to take off from a standing start the car feels like it's momentarily stuck in quicksand, which makes smooth getaways difficult. That's especially grating in stop-start traffic, so I chose to disable the system completely. It's all about smooth inputs with the XUV700.
Visibility from the driver's seat is excellent, especially given the higher-than-normal driving position. Chunky side mirrors support your natural range of vision, which is unimpeded in all directions.
That makes the XUV700 a relatively simple beast to park, and the AX7L comes equipped with high-resolution surround-view and reversing cameras that prove helpful in tight confines.
Cracks start to appear in the refinement of the XUV700 once you cross city limits and hit the highway. The powertrain will quietly cruise at 1800rpm on a stretch of 80km/h road, but it's in those situations that road and wind noise ramp up to disruptive levels.
All versions of this model feature Smart Pilot Assist – Mahindra's take on semi-autonomous driving technology. While the adaptive cruise element of the system works well, the lane centring lacks finesse in its calibration, often bouncing the car between lane markings.
Blind spot support comes in the form of cameras fitted to the side mirrors that project a live feed onto the instrument cluster, which sounds more advanced than it is in reality. Picture quality is low, and the feed flashes onto the driver display in peculiar situations, like when you're making a basic turn at a set of traffic lights.
Other safety systems in the XUV700 are less random in their operation. The traffic sign recognition feature never punishes you for its own failures, and there's no intrusive driver attention monitoring system.
While the XUV700 remains competent as a highway cruiser, it falls down on a country road. As previously alluded too, the steering is so light that it feels a bit disconnected from the front wheels – disconcerting when you're tackling a twisty stretch of tarmac.
And there's not much to love from a handling perspective, as this soft and squishy family SUV understeers through corners with plenty of body roll, even at moderate speeds.
I was particularly disappointed by XUV700's lack of wet grip at city speeds. Quite simply, the budget-friendly MRF Wanderer tyres aren't up to task, scrabbling for traction under modest throttle inputs when the roads are a bit greasy, although it's easy to replace them.
On test here is the middle-of-the-range XUV700 AX7L.
2025 Mahindra XUV700 AX7 equipment highlights:
The AX7L adds:
The Black Edition adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 has yet to be assessed by ANCAP.
Standard safety equipment includes:
AX7L adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 is backed by a generous seven-year, 150,000km warranty including seven years of roadside assist. Servicing is generally required every 12 months or 15,000km, although an initial round of maintenance is required at one month or 1500km and the second service is due at 10,000km.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
There's more to the Mahindra XUV700 than a cheap as chips sticker price.
In AX7L trim, it's a spacious and well-equipped family seven-seater with a long warranty, all the latest safety tech, and a gutsy turbo engine.
As far as showroom appeal goes, there's certainly more here than you'll find in a base Outlander or X-Trail.
However, the XUV700 doesn't come close to those segment mainstays as a driving machine. It's soft and lacks feel behind the wheel, which will prove disappointing to those making the switch from proven Japanese rivals. Taller buyers will also be put off by the awkward ergonomics.
And while the swish, modern cabin tech presents well, it feels undercooked once you start tapping and swiping around the touchscreen.
So, while the XUV700 may look like an absolute steal on paper, it's not without compromise. If interior space, standard equipment, and affordability are your top priorities, then this left-field challenger is well worth considering, especially in AX7L trim.
However, if you're after a popular SUV from an established player, the Outlander, X-Trail and Honda CR-V represent decent bang for buck.
And then there's something like the Chery Tiggo 8 Pro Max, which combines a lengthy list of kit with solid driving dynamics. Of all the options at this price point, it's my favourite.
But it's worth noting that the Mahindra and Chery don't hold their value as well as models from legacy manufacturers, which could be a potential red flag for new car buyers on a tight budget. Nevertheless, there's plenty of value to be found in the updated XUV700.
Interested in buying a Mahindra XUV700? Let CarExpert find you the best deal hereMORE: Explore the Mahindra XUV700 showroom
Content originally sourced from: CarExpert.com.auMahindra XUV700 Pros
Mahindra XUV700 Cons
Families of Australia take note – the Mahindra XUV700 is the cheapest seven-seater in the country.
Priced from just $39,990 drive-away, the updated XUV700 mid-size SUV is more affordable than base seven-seat versions of the Nissan X-Trail and Mitsubishi Outlander – both staples of Aussie family life.
And that's not to say Mahindra's offering skimps out on standard equipment. It was already generously equipped in pre-facelift guise, but it's also gained wireless Apple CarPlay and Android Auto, ventilated front seats and mirror memory functions with this latest update.
So, what's not to love? Well, the looks, for one. The XUV700 deserves better than the 18-inch wheels fitted to each corner as standard, and there's a disconnect between the front and rear styling.
Further, the Mahindra brand is better known for tractors than plush SUVs, and it'll take some time to build credibility in the Australian automotive space.
WATCH: Paul's review of the Mahindra XUV700 Black Edition
For that reason, models like the XUV700 are crucial to Mahindra's success Down Under.
Does this family hauler have what it takes to be the catalyst for a local sales spike? We spent a week in a mid-spec AX7L to find out.
The Mahindra XUV700 lineup has received a handful of upgrades for 2025, resulting in $3000 price hikes for both the entry-level AX7 and flagship AX7L.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
Feedback on the white upholstery mustn't have been particularly positive, because it's been dropped for this update in favour of a safer black on black colour scheme.
The interior feels less 'blingy' as a result, expanding the pool of potential buyers for this seven-seat family SUV.
However, gloss black plastic is still in strong supply – a finish that looks premium when new but shows signs of wear and tear quickly. A significant portion of the interior surfaces are finished in less shiny but still hard and scratchy plastic, with softer leatherette limited to the seats, armrests and front section of the dash.
The steering wheel is wrapped in real leather, although it doesn't feel especially high-end. Nevertheless, the quality of materials is on par with similarly priced rivals.
While the seats present well, they let the XUV700 down from a comfort perspective.
Even in their lowest setting, the front pews sit far too high in the cabin, limiting headroom for taller drivers. On top of that, the base cushion is far too firm, and lateral support is lacking.
Adjustments can be made via Mercedes-Benz-style controls built into the door cards, although I was unable to get truly comfortable. This specced up AX7L comes with three-stage seat ventilation but no heating, which isn't all that surprising considering this vehicle's country of origin.
In addition to ventilated front seats, 2025 examples of the AX7L feature wireless smartphone mirroring, which is now standard across the XUV700 range.
It's a welcome convenience upgrade for the model, and you still get two USB-A wired connection outlets. There's also a wireless charging pad.
However, the interior technology in the XUV700 still leaves plenty to be desired.
A single wraparound panel houses the infotainment and instrument displays, which both measure 10.25 inches in diameter.
The former features Mahindra's own Adrenox connected car technology platform, a system that's thoroughly modern but not quite as polished as others in market.
For example, the infotainment system takes a while to boot up after starting the car, and we experienced numerous glitches and quirks during our week-long loan including a frozen volume readout, Apple CarPlay dropouts, and slow loading speeds.
That said, the visuals are crisp and the menus are easy to navigate.
The digital instrument cluster is similarly uncluttered. A customisable centre readout is flanked by a pair of digital gauges – nice and simple, although not particularly inspiring.
Then again, props to Mahindra for integrating CarPlay navigation into the cluster display, which allows you to view directions without glancing across to the infotainment screen.
Once again, the graphic design of the driver display is reminiscent of modern Mercedes-Benz models… I'm starting to see a trend here.
But unlike current Mercs, the Mahindra sports a traditional cabin layout with plenty of physical switchgear including a BMW-style rotary controller.
While it's great to have that option, I still preferred to use the touchscreen. Conventional buttons and dials dominate the climate control panel – another tick for useability – but there's no temperature readout, which forces the operator to refer to the infotainment screen when adjusting settings.
The XUV700 is blessed with ample cabin storage – a trait that helps it stand out from the family SUV crowd. Headlining the set of solutions is quite possibly the biggest glovebox I've ever seen in a car, while the centre console is likewise deep and ventilated, too.
A host of additional cubbies are scattered around the cabin, with dedicated areas for drink bottles, sunglasses and smaller knick-knacks.
Moving back, the second row is reasonably well equipped for the demands of a busy family.
Taking into account legroom and headroom, there's enough room for two taller adults to sit in comfort, or three smaller types. While the panoramic sunroof eats into overhead space, you get some back courtesy of a split-reclining bench.
Second-row amenities include shallow map pockets, a single USB-C outlet for rear occupants to fight over, dual air vents, and a centre armrest with undersized cupholders. Nothing to brag about, but I'd hardly call the space oppressive either.
And the XUV700 has a not-so-interesting party trick – a third row of seats.
From the outside looking in, it's hard to imagine the rear seats are particularly comfy, but you'd be surprised.
While difficult to access, the back-back is actually quite usable, with above average legroom and just enough headroom for shorter persons. Considering the XUV700 is essentially a mid-size SUV, that's ultra impressive.
Equally impressive is the inclusion of a 12V power socket, cupholders on either side, and air vents with fan controls. That's a generous back row, if you ask me.
The same can't be said of the boot. Mahindra doesn't quote a boot capacity figure, but there's only room for a few grocery bags when the third row is in place. Fold it down and you can fit bulkier items, which slide in easily as there's no annoying load lip.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The entire Mahindra XUV700 range is powered by a 2.0-litre four-cylinder turbo-petrol engine driving the front wheels only. Diesel power and all-wheel drive are available in other markets, along with the option of a manual transmission.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The XUV700 performs adequately in relaxed city driving, but beyond those confines you quickly notice its low dynamic ceiling.
Rolling around the suburbs at up to 60km/h, this family-friendly SUV is softly sprung and easy to steer, with a rack that's almost too light.
The turbo-petrol four-cylinder engine is relatively refined, too – a healthy 380Nm of torque is available from just 1750rpm, so it's easy to make quick progress, and I rarely noticed an excess of noise or vibration from under the bonnet.
Likewise, the six-speed automatic transmission is agreeable in its operation, offering smooth upshifts and snappy downshifts.
I will take issue with the brake pedal though, as the stopper in our tester moved laterally in its housing and provided little feedback unless firmly pressed.
The auto-hold system is also clunky and unpleasant to use – when you attempt to take off from a standing start the car feels like it's momentarily stuck in quicksand, which makes smooth getaways difficult. That's especially grating in stop-start traffic, so I chose to disable the system completely. It's all about smooth inputs with the XUV700.
Visibility from the driver's seat is excellent, especially given the higher-than-normal driving position. Chunky side mirrors support your natural range of vision, which is unimpeded in all directions.
That makes the XUV700 a relatively simple beast to park, and the AX7L comes equipped with high-resolution surround-view and reversing cameras that prove helpful in tight confines.
Cracks start to appear in the refinement of the XUV700 once you cross city limits and hit the highway. The powertrain will quietly cruise at 1800rpm on a stretch of 80km/h road, but it's in those situations that road and wind noise ramp up to disruptive levels.
All versions of this model feature Smart Pilot Assist – Mahindra's take on semi-autonomous driving technology. While the adaptive cruise element of the system works well, the lane centring lacks finesse in its calibration, often bouncing the car between lane markings.
Blind spot support comes in the form of cameras fitted to the side mirrors that project a live feed onto the instrument cluster, which sounds more advanced than it is in reality. Picture quality is low, and the feed flashes onto the driver display in peculiar situations, like when you're making a basic turn at a set of traffic lights.
Other safety systems in the XUV700 are less random in their operation. The traffic sign recognition feature never punishes you for its own failures, and there's no intrusive driver attention monitoring system.
While the XUV700 remains competent as a highway cruiser, it falls down on a country road. As previously alluded too, the steering is so light that it feels a bit disconnected from the front wheels – disconcerting when you're tackling a twisty stretch of tarmac.
And there's not much to love from a handling perspective, as this soft and squishy family SUV understeers through corners with plenty of body roll, even at moderate speeds.
I was particularly disappointed by XUV700's lack of wet grip at city speeds. Quite simply, the budget-friendly MRF Wanderer tyres aren't up to task, scrabbling for traction under modest throttle inputs when the roads are a bit greasy, although it's easy to replace them.
On test here is the middle-of-the-range XUV700 AX7L.
2025 Mahindra XUV700 AX7 equipment highlights:
The AX7L adds:
The Black Edition adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 has yet to be assessed by ANCAP.
Standard safety equipment includes:
AX7L adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 is backed by a generous seven-year, 150,000km warranty including seven years of roadside assist. Servicing is generally required every 12 months or 15,000km, although an initial round of maintenance is required at one month or 1500km and the second service is due at 10,000km.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
There's more to the Mahindra XUV700 than a cheap as chips sticker price.
In AX7L trim, it's a spacious and well-equipped family seven-seater with a long warranty, all the latest safety tech, and a gutsy turbo engine.
As far as showroom appeal goes, there's certainly more here than you'll find in a base Outlander or X-Trail.
However, the XUV700 doesn't come close to those segment mainstays as a driving machine. It's soft and lacks feel behind the wheel, which will prove disappointing to those making the switch from proven Japanese rivals. Taller buyers will also be put off by the awkward ergonomics.
And while the swish, modern cabin tech presents well, it feels undercooked once you start tapping and swiping around the touchscreen.
So, while the XUV700 may look like an absolute steal on paper, it's not without compromise. If interior space, standard equipment, and affordability are your top priorities, then this left-field challenger is well worth considering, especially in AX7L trim.
However, if you're after a popular SUV from an established player, the Outlander, X-Trail and Honda CR-V represent decent bang for buck.
And then there's something like the Chery Tiggo 8 Pro Max, which combines a lengthy list of kit with solid driving dynamics. Of all the options at this price point, it's my favourite.
But it's worth noting that the Mahindra and Chery don't hold their value as well as models from legacy manufacturers, which could be a potential red flag for new car buyers on a tight budget. Nevertheless, there's plenty of value to be found in the updated XUV700.
Interested in buying a Mahindra XUV700? Let CarExpert find you the best deal hereMORE: Explore the Mahindra XUV700 showroom
Content originally sourced from: CarExpert.com.auMahindra XUV700 Pros
Mahindra XUV700 Cons
Families of Australia take note – the Mahindra XUV700 is the cheapest seven-seater in the country.
Priced from just $39,990 drive-away, the updated XUV700 mid-size SUV is more affordable than base seven-seat versions of the Nissan X-Trail and Mitsubishi Outlander – both staples of Aussie family life.
And that's not to say Mahindra's offering skimps out on standard equipment. It was already generously equipped in pre-facelift guise, but it's also gained wireless Apple CarPlay and Android Auto, ventilated front seats and mirror memory functions with this latest update.
So, what's not to love? Well, the looks, for one. The XUV700 deserves better than the 18-inch wheels fitted to each corner as standard, and there's a disconnect between the front and rear styling.
Further, the Mahindra brand is better known for tractors than plush SUVs, and it'll take some time to build credibility in the Australian automotive space.
WATCH: Paul's review of the Mahindra XUV700 Black Edition
For that reason, models like the XUV700 are crucial to Mahindra's success Down Under.
Does this family hauler have what it takes to be the catalyst for a local sales spike? We spent a week in a mid-spec AX7L to find out.
The Mahindra XUV700 lineup has received a handful of upgrades for 2025, resulting in $3000 price hikes for both the entry-level AX7 and flagship AX7L.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
Feedback on the white upholstery mustn't have been particularly positive, because it's been dropped for this update in favour of a safer black on black colour scheme.
The interior feels less 'blingy' as a result, expanding the pool of potential buyers for this seven-seat family SUV.
However, gloss black plastic is still in strong supply – a finish that looks premium when new but shows signs of wear and tear quickly. A significant portion of the interior surfaces are finished in less shiny but still hard and scratchy plastic, with softer leatherette limited to the seats, armrests and front section of the dash.
The steering wheel is wrapped in real leather, although it doesn't feel especially high-end. Nevertheless, the quality of materials is on par with similarly priced rivals.
While the seats present well, they let the XUV700 down from a comfort perspective.
Even in their lowest setting, the front pews sit far too high in the cabin, limiting headroom for taller drivers. On top of that, the base cushion is far too firm, and lateral support is lacking.
Adjustments can be made via Mercedes-Benz-style controls built into the door cards, although I was unable to get truly comfortable. This specced up AX7L comes with three-stage seat ventilation but no heating, which isn't all that surprising considering this vehicle's country of origin.
In addition to ventilated front seats, 2025 examples of the AX7L feature wireless smartphone mirroring, which is now standard across the XUV700 range.
It's a welcome convenience upgrade for the model, and you still get two USB-A wired connection outlets. There's also a wireless charging pad.
However, the interior technology in the XUV700 still leaves plenty to be desired.
A single wraparound panel houses the infotainment and instrument displays, which both measure 10.25 inches in diameter.
The former features Mahindra's own Adrenox connected car technology platform, a system that's thoroughly modern but not quite as polished as others in market.
For example, the infotainment system takes a while to boot up after starting the car, and we experienced numerous glitches and quirks during our week-long loan including a frozen volume readout, Apple CarPlay dropouts, and slow loading speeds.
That said, the visuals are crisp and the menus are easy to navigate.
The digital instrument cluster is similarly uncluttered. A customisable centre readout is flanked by a pair of digital gauges – nice and simple, although not particularly inspiring.
Then again, props to Mahindra for integrating CarPlay navigation into the cluster display, which allows you to view directions without glancing across to the infotainment screen.
Once again, the graphic design of the driver display is reminiscent of modern Mercedes-Benz models… I'm starting to see a trend here.
But unlike current Mercs, the Mahindra sports a traditional cabin layout with plenty of physical switchgear including a BMW-style rotary controller.
While it's great to have that option, I still preferred to use the touchscreen. Conventional buttons and dials dominate the climate control panel – another tick for useability – but there's no temperature readout, which forces the operator to refer to the infotainment screen when adjusting settings.
The XUV700 is blessed with ample cabin storage – a trait that helps it stand out from the family SUV crowd. Headlining the set of solutions is quite possibly the biggest glovebox I've ever seen in a car, while the centre console is likewise deep and ventilated, too.
A host of additional cubbies are scattered around the cabin, with dedicated areas for drink bottles, sunglasses and smaller knick-knacks.
Moving back, the second row is reasonably well equipped for the demands of a busy family.
Taking into account legroom and headroom, there's enough room for two taller adults to sit in comfort, or three smaller types. While the panoramic sunroof eats into overhead space, you get some back courtesy of a split-reclining bench.
Second-row amenities include shallow map pockets, a single USB-C outlet for rear occupants to fight over, dual air vents, and a centre armrest with undersized cupholders. Nothing to brag about, but I'd hardly call the space oppressive either.
And the XUV700 has a not-so-interesting party trick – a third row of seats.
From the outside looking in, it's hard to imagine the rear seats are particularly comfy, but you'd be surprised.
While difficult to access, the back-back is actually quite usable, with above average legroom and just enough headroom for shorter persons. Considering the XUV700 is essentially a mid-size SUV, that's ultra impressive.
Equally impressive is the inclusion of a 12V power socket, cupholders on either side, and air vents with fan controls. That's a generous back row, if you ask me.
The same can't be said of the boot. Mahindra doesn't quote a boot capacity figure, but there's only room for a few grocery bags when the third row is in place. Fold it down and you can fit bulkier items, which slide in easily as there's no annoying load lip.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The entire Mahindra XUV700 range is powered by a 2.0-litre four-cylinder turbo-petrol engine driving the front wheels only. Diesel power and all-wheel drive are available in other markets, along with the option of a manual transmission.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The XUV700 performs adequately in relaxed city driving, but beyond those confines you quickly notice its low dynamic ceiling.
Rolling around the suburbs at up to 60km/h, this family-friendly SUV is softly sprung and easy to steer, with a rack that's almost too light.
The turbo-petrol four-cylinder engine is relatively refined, too – a healthy 380Nm of torque is available from just 1750rpm, so it's easy to make quick progress, and I rarely noticed an excess of noise or vibration from under the bonnet.
Likewise, the six-speed automatic transmission is agreeable in its operation, offering smooth upshifts and snappy downshifts.
I will take issue with the brake pedal though, as the stopper in our tester moved laterally in its housing and provided little feedback unless firmly pressed.
The auto-hold system is also clunky and unpleasant to use – when you attempt to take off from a standing start the car feels like it's momentarily stuck in quicksand, which makes smooth getaways difficult. That's especially grating in stop-start traffic, so I chose to disable the system completely. It's all about smooth inputs with the XUV700.
Visibility from the driver's seat is excellent, especially given the higher-than-normal driving position. Chunky side mirrors support your natural range of vision, which is unimpeded in all directions.
That makes the XUV700 a relatively simple beast to park, and the AX7L comes equipped with high-resolution surround-view and reversing cameras that prove helpful in tight confines.
Cracks start to appear in the refinement of the XUV700 once you cross city limits and hit the highway. The powertrain will quietly cruise at 1800rpm on a stretch of 80km/h road, but it's in those situations that road and wind noise ramp up to disruptive levels.
All versions of this model feature Smart Pilot Assist – Mahindra's take on semi-autonomous driving technology. While the adaptive cruise element of the system works well, the lane centring lacks finesse in its calibration, often bouncing the car between lane markings.
Blind spot support comes in the form of cameras fitted to the side mirrors that project a live feed onto the instrument cluster, which sounds more advanced than it is in reality. Picture quality is low, and the feed flashes onto the driver display in peculiar situations, like when you're making a basic turn at a set of traffic lights.
Other safety systems in the XUV700 are less random in their operation. The traffic sign recognition feature never punishes you for its own failures, and there's no intrusive driver attention monitoring system.
While the XUV700 remains competent as a highway cruiser, it falls down on a country road. As previously alluded too, the steering is so light that it feels a bit disconnected from the front wheels – disconcerting when you're tackling a twisty stretch of tarmac.
And there's not much to love from a handling perspective, as this soft and squishy family SUV understeers through corners with plenty of body roll, even at moderate speeds.
I was particularly disappointed by XUV700's lack of wet grip at city speeds. Quite simply, the budget-friendly MRF Wanderer tyres aren't up to task, scrabbling for traction under modest throttle inputs when the roads are a bit greasy, although it's easy to replace them.
On test here is the middle-of-the-range XUV700 AX7L.
2025 Mahindra XUV700 AX7 equipment highlights:
The AX7L adds:
The Black Edition adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 has yet to be assessed by ANCAP.
Standard safety equipment includes:
AX7L adds:
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
The Mahindra XUV700 is backed by a generous seven-year, 150,000km warranty including seven years of roadside assist. Servicing is generally required every 12 months or 15,000km, although an initial round of maintenance is required at one month or 1500km and the second service is due at 10,000km.
To see how the Mahindra XUV700 stacks up against its rivals, check out our comparison tool
There's more to the Mahindra XUV700 than a cheap as chips sticker price.
In AX7L trim, it's a spacious and well-equipped family seven-seater with a long warranty, all the latest safety tech, and a gutsy turbo engine.
As far as showroom appeal goes, there's certainly more here than you'll find in a base Outlander or X-Trail.
However, the XUV700 doesn't come close to those segment mainstays as a driving machine. It's soft and lacks feel behind the wheel, which will prove disappointing to those making the switch from proven Japanese rivals. Taller buyers will also be put off by the awkward ergonomics.
And while the swish, modern cabin tech presents well, it feels undercooked once you start tapping and swiping around the touchscreen.
So, while the XUV700 may look like an absolute steal on paper, it's not without compromise. If interior space, standard equipment, and affordability are your top priorities, then this left-field challenger is well worth considering, especially in AX7L trim.
However, if you're after a popular SUV from an established player, the Outlander, X-Trail and Honda CR-V represent decent bang for buck.
And then there's something like the Chery Tiggo 8 Pro Max, which combines a lengthy list of kit with solid driving dynamics. Of all the options at this price point, it's my favourite.
But it's worth noting that the Mahindra and Chery don't hold their value as well as models from legacy manufacturers, which could be a potential red flag for new car buyers on a tight budget. Nevertheless, there's plenty of value to be found in the updated XUV700.
Interested in buying a Mahindra XUV700? Let CarExpert find you the best deal hereMORE: Explore the Mahindra XUV700 showroom
Content originally sourced from: CarExpert.com.au
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7NEWS
3 days ago
- 7NEWS
2025 Kia EV5 Earth AWD review
The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? How much does the Kia EV5 cost? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. To see how the Kia EV5 lines up against the competition, check out our comparison tool What is the Kia EV5 like on the inside? I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool What's under the bonnet? The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool How does the Kia EV5 drive? Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool What do you get? The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Air equipment highlights: 18-inch alloy wheels 225/60 R18 tyres Tyre mobility kit Tyre pressure monitoring LED headlights – reflector type Automatic high-beam LED daytime running lights LED tail-lights Matte plastic roof racks Satin Silver window surrounds Acoustic windscreen Solar glass – windscreen, front door Solar glass – rear windows, tailgate Auto up/down windows – front Cloth, artificial leather trim 8-way power driver's seat incl. 4-way lumbar 4-way manual front passenger seat 3-cell massage function – driver 2nd row centre armrest Shift by Wire – column type Paddle shifters – brake regen control 2 x USB-C charge ports – front 2 x USB-C charge ports – rear LED interior lighting Integrated Panoramic Display Kia Connect Over the air (OTA) updates Satellite navigation incl. 10 years traffic info, updates Wireless Apple CarPlay Wireless Android Auto 6-speaker sound system AM/FM/DAB radio Dual-zone climate control Heated front seats 2nd row air vents – door pillar-mounted i-Pedal one-pedal driving function V2L interior socket EV5 Earth adds: 19-inch alloys 235/55 tyres Gloss black exterior accents Gloss black roof racks Gloss black window surrounds Powered child-proof rear door locks Artificial leather trim – Smoky Black or Nougat Beige Smart power tailgate Privacy glass – rear windows, tailgate V2L exterior socket EV5 GT-Line adds: Active Sound Design 20-inch alloy wheels 255/45 tyres Gloss black exterior mirrors Auto flush door-handles LED dynamic indicators Laminated glass – driver window GT-Line two-tone leatherette upholstery 4-way power front passenger seat incl. 4-way lumbar Premium Relaxation Seat – driver Driver seat memory function 6-cell massage function – driver 3-cell massage function – passenger Sports steering wheel Fingerprint authentication module Alloy sports pedals Auto up/down windows – front, rear Rear seatback table – passenger side Ambient mood lighting – 64 colours Wireless phone charger Heated, cooled rear sliding storage tray 8-speaker Harman Kardon premium sound system Augmented reality head-up display Heated second row outer seats Ventilated front seats To see how the Kia EV5 lines up against the competition, check out our comparison tool Is the Kia EV5 safe? The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. Standard safety kit includes: 7 airbags incl. front-centre Autonomous emergency braking Blind-spot assist Driver attention monitoring Highway Driving Assist 2 (HDA 2) Lane Following Assist (lane centring) Lane-keep assist Lead Vehicle Departure Alert Rear cross-traffic assist Rear occupant alert Reversing camera incl. dynamic guidelines Safe exit warning EV5 GT-Line adds: Blind Spot View Monitor Parking Collision Avoidance Assist – reverse, side, forward Surround cameras incl. 3D mode To see how the Kia EV5 lines up against the competition, check out our comparison tool How much does the Kia EV5 cost to run? The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. To see how the Kia EV5 lines up against the competition, check out our comparison tool CarExpert's Take on the Kia EV5 The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. CarExpert can save you thousands on a new Kia EV5. Click here to get a great deal. Pros Practical, spacious cabin Familiar feel to layout and tech Achievable claimed driving range Cons Wobbly urban ride Annoying equipment omissions Energy efficiency could be better Top Line Specs Power: 230kW Fuel Type: Electric Economy: 0.0L/100km CO2 Emissions: 0g/km
Perth Now
3 days ago
- Perth Now
2025 Kia EV5 Earth AWD review
The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. 2025 Kia EV5 Earth AWD Credit: CarExpert After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. 2025 Kia EV5 Earth AWD Credit: CarExpert To see how the Kia EV5 lines up against the competition, check out our comparison tool I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. 2025 Kia EV5 Earth AWD Credit: CarExpert The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. 2025 Kia EV5 Earth AWD Credit: CarExpert The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. 2025 Kia EV5 Earth AWD Credit: CarExpert This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. 2025 Kia EV5 Earth AWD Credit: CarExpert Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. 2025 Kia EV5 Earth AWD Credit: CarExpert It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. 2025 Kia EV5 Earth AWD Credit: CarExpert Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Air equipment highlights: 18-inch alloy wheels 225/60 R18 tyres Tyre mobility kit Tyre pressure monitoring LED headlights – reflector type Automatic high-beam LED daytime running lights LED tail-lights Matte plastic roof racks Satin Silver window surrounds Acoustic windscreen Solar glass – windscreen, front door Solar glass – rear windows, tailgate Auto up/down windows – front Cloth, artificial leather trim 8-way power driver's seat incl. 4-way lumbar 4-way manual front passenger seat 3-cell massage function – driver 2nd row centre armrest Shift by Wire – column type Paddle shifters – brake regen control 2 x USB-C charge ports – front 2 x USB-C charge ports – rear LED interior lighting Integrated Panoramic Display Kia Connect Over the air (OTA) updates Satellite navigation incl. 10 years traffic info, updates Wireless Apple CarPlay Wireless Android Auto 6-speaker sound system AM/FM/DAB radio Dual-zone climate control Heated front seats 2nd row air vents – door pillar-mounted i-Pedal one-pedal driving function V2L interior socket 2025 Kia EV5 Earth AWD Credit: CarExpert 2025 Kia EV5 Earth AWD Credit: CarExpert EV5 Earth adds: 19-inch alloys 235/55 tyres Gloss black exterior accents Gloss black roof racks Gloss black window surrounds Powered child-proof rear door locks Artificial leather trim – Smoky Black or Nougat Beige Smart power tailgate Privacy glass – rear windows, tailgate V2L exterior socket EV5 GT-Line adds: Active Sound Design 20-inch alloy wheels 255/45 tyres Gloss black exterior mirrors Auto flush door-handles LED dynamic indicators Laminated glass – driver window GT-Line two-tone leatherette upholstery 4-way power front passenger seat incl. 4-way lumbar Premium Relaxation Seat – driver Driver seat memory function 6-cell massage function – driver 3-cell massage function – passenger Sports steering wheel Fingerprint authentication module Alloy sports pedals Auto up/down windows – front, rear Rear seatback table – passenger side Ambient mood lighting – 64 colours Wireless phone charger Heated, cooled rear sliding storage tray 8-speaker Harman Kardon premium sound system Augmented reality head-up display Heated second row outer seats Ventilated front seats To see how the Kia EV5 lines up against the competition, check out our comparison tool The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. 2025 Kia EV5 Earth AWD Credit: CarExpert Standard safety kit includes: 7 airbags incl. front-centre Autonomous emergency braking Blind-spot assist Driver attention monitoring Highway Driving Assist 2 (HDA 2) Lane Following Assist (lane centring) Lane-keep assist Lead Vehicle Departure Alert Rear cross-traffic assist Rear occupant alert Reversing camera incl. dynamic guidelines Safe exit warning EV5 GT-Line adds: Blind Spot View Monitor Parking Collision Avoidance Assist – reverse, side, forward Surround cameras incl. 3D mode To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. 2025 Kia EV5 Earth AWD Credit: CarExpert To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. 2025 Kia EV5 Earth AWD Credit: CarExpert Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. 2025 Kia EV5 Earth AWD Credit: CarExpert At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. 2025 Kia EV5 Earth AWD Credit: CarExpert CarExpert can save you thousands on a new Kia EV5. Click here to get a great deal. MORE: Explore the Kia EV5 showroom Practical, spacious cabin Familiar feel to layout and tech Achievable claimed driving range Wobbly urban ride Annoying equipment omissions Energy efficiency could be better Power: 230kW Fuel Type: Electric Economy: 0.0L/100km CO2 Emissions: 0g/km ANCAP Safety Rating: Untested
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2025 Kia EV5 Earth AWD review
Kia EV5 Pros Kia EV5 Cons The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. To see how the Kia EV5 lines up against the competition, check out our comparison tool I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Air equipment highlights: EV5 Earth adds: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. Standard safety kit includes: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. CarExpert can save you thousands on a new Kia EV5. Click here to get a great Explore the Kia EV5 showroom Content originally sourced from: EV5 Pros Kia EV5 Cons The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. To see how the Kia EV5 lines up against the competition, check out our comparison tool I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Air equipment highlights: EV5 Earth adds: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. Standard safety kit includes: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. CarExpert can save you thousands on a new Kia EV5. Click here to get a great Explore the Kia EV5 showroom Content originally sourced from: EV5 Pros Kia EV5 Cons The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. To see how the Kia EV5 lines up against the competition, check out our comparison tool I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Air equipment highlights: EV5 Earth adds: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. Standard safety kit includes: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. CarExpert can save you thousands on a new Kia EV5. Click here to get a great Explore the Kia EV5 showroom Content originally sourced from: EV5 Pros Kia EV5 Cons The Kia EV5 has been something of a breakout success story for the Korean automaker Down Under, quickly becoming the brand's top-selling electric vehicle (EV) locally as well as one of this country's favourite EVs, period. After launching in October last year, the Chinese-built EV5's sales have steadily grown, to the point where in the first half of 2025 it was Australia's fourth best-selling EV behind the Tesla Model Y and Model 3, as well as the BYD Sealion 7. To the end of July, Kia is sitting at 3227 deliveries for the EV5, which isn't far off the much cheaper, petrol-powered K4 small sedan and Stonic light SUV in terms of outright volume, which is impressive. What makes it so popular? Well, the trusted Kia brand no doubt helps attract foot traffic through dealer doors, as does the fact the EV5 lines up nicely as a zero-emissions companion to the already-popular Sportage mid-size SUV. Further, it's fairly well priced – starting from $56,770 drive-away – and it offers heaps of space courtesy of its boxy body, plus it's covered by Kia's lengthy seven-year warranty, roadside assistance and capped-price servicing program. Indeed, many mid-size electric SUV buyers may view this Chinese-made Kia as a safer bet than a relatively unknown Chinese-branded newcomer… Watch: Paul's video review of the Kia EV5 Earth On test here we have the 2025 Kia EV5 Earth (AWD Long Range), the penultimate variant in a four-strong range that starts inthe high $50,000s and tops out in the mid-$70,000s. Apart from adding all-wheel drive, it ups the featureset and aesthetics over the entry-level Air, and you also get the option of an eye-catching Nougat Brown interior, as tested, which isn't available on any other variant in the range. Could this be the Goldilocks of Kia's mid-size electric SUV lineup? Or are you better off choosing either the cheaper grades or the pricier but fully decked-out GT-Line flagship? The Earth AWD on test here is the second most expensive variant in the Australian EV5 range, starting from $64,770 before on-road costs or $68,990 drive-away. To see how the Kia EV5 lines up against the competition, check out our comparison tool I have to give Kia props for keeping the production EV5 so close to the concept that previewed it. The EV5 continues Kia's pared back interior design that has been filtering out throughout its latest models, but the optional Nougat interior adds a pop of colour that's interesting while lightening up the cabin a bit. While it may not be to all tastes, it's far from boring and helps highlight the various design details throughout the cockpit, and also contrasts nicely with the grey accents on secondary surfaces. Up front you get Kia's ccNC (connected car Navigation Cockpit) display module, housing twin 12.3-inch displays for the driver's instrument cluster and infotainment touchscreen, and bookending a 5.0-inch digital climate control pod. It's become standard fare for all new Kias, and as we've experienced previously it's easy to use, quick to respond, and fully featured with Kia Connect services, as well as wireless smartphone mirroring, DAB+ digital radio and online navigation. The retro-futuristic graphics are a nice touch, though I'd like to see the option of dial-aping meters for the driver's display. If you find touch controls for the climate controls too fiddly, there are physical toggles on the dash too. Kia's connected services suite extends to app compatibility and remote functions that you can toggle via your smartphone, and there's also an intelligent voice assistant that can input destinations, check the weather, and the like. The open plan-style cabin layout brings a lounge-like airiness, but to some that could make the EV5 feel a little… sparse. The floating centre console doesn't have a wireless phone charger in this specification, so there's just a tray that sees your stuff sliding about all the time. The bench-style front seat has carried over from the concept, but in lieu of a sixth perch between the driver and front passenger, there's an odd pocket nook that can be used to hide a phone or wallet, but not much else. Big-ish bottle holders and shallow door pockets bolster the front glovebox and the space ahead of the floating console for something like a handbag, but other than the soft-touch dash and door inserts, and the capacitive-style shortcuts at the base of the touchscreen embedded into the dash fascia, it can come off quite minimalist and almost too bare. This is reflected in the rear as well, where the boxy body and high roofline make for an open and airy feel, but there's not a whole lot in the way of design flair. It's very functional, though. Space for six-footers is plentiful, and there are amenities like air vents mounted to the B-pillars, as well as USB-C charge ports on the front seat backs. There's a fold-down centre armrest with two cupholders too, making for a generally comfortable space that can easily accommodate multiple passengers on longer drives. Rear-seat occupants are able to make use of the sliding storage tray, which resides behind the centre console under the front middle 'seat'. Kiddies are catered for with ISOFIX and top-tether child seat mounts, as you'd expect. The Kia EV5's boot measures a claimed 513 litres with the rear seats in use, expanding to a massive 1714 litres with them folded – and they fold pretty much flat. An underfloor tray offers room to put cables or hide things out of sight. On either side of the boot are movable pegs, which can be used for hanging small bags and other cargo. Kia has also fitted six mounting locations for these pegs on either side for greater versatility. There's a 250V household-type power outlet in the cargo areas as well, which is the EV5's V2L (vehicle-to-load) socket that can be used to power or charge electrical appliances or devices in the rear of the cabin. You'll notice there's no spare wheel though – just a tyre repair kit, sadly. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 Earth is only offered locally with the flagship AWD Long Range drivetrain, which is shared with the GT-Line. The Earth's smaller wheel and tyre package means it delivers quicker acceleration and a longer range than the top-shelf GT-Line according to claimed performance and range metrics – ie: 6.1 seconds to 100km/h (versus 6.3s) and a claimed 500km of driving range (versus 470km). I think Kia Australia would be wise to offer the Earth-spec with the 2WD Long Range drivetrain, which sees driving range eclipse 500km and would likely bring down the asking price by a couple grand, too. It's also worth noting the EV5's lithium iron phosphate (LFP) batteries are supplied by Chinese giant BYD, at least for the China-sourced vehicles we get in Australia. Overseas markets like South Korea and Europe get a Korean-made EV5 which utilises nickel manganese cobalt (NMC) lithium-ion batteries with different capacities. To see how the Kia EV5 lines up against the competition, check out our comparison tool Kia Australia has subjected the EV5 to its extensive chassis localisation program, with the suspension and steering systems both tuned specifically for Australian roads and conditions, in addition to local ADAS tuning. This has been a key Kia selling point for years, and in the case of the EV5 it's up against numerous Chinese rivals which seem to receive common complaints around ride quality that's too soft and body control that's too flaccid. My daily drive between Melbourne's eastern suburbs and the Victorian CarExpert office in Docklands includes a multitude of road surfaces, posted speed limits and of course weather conditions; and in reality these are the kinds of scenarios most EV5 owners will drive in – unlike some launch programs that take us on flat, fast highways and tight and testing B-roads in the country. My colleague Max Davies was fairly complimentary of the EV5's on-road manners and dynamics at the local launch last year, so I was keen to see if Kia's first battery-powered medium SUV felt just like an electric Sportage. I didn't come away with that feeling, sorry to say. In town, the EV5's suspension communicates the lumps and bumps of inner city roads quite clearly, but the softness of the suspension also means it can send the body up and down in the process. Where a lot of Kia's locally tuned products – like the aforementioned Sportage – are usually able to settle after an initial impact like tram tracks, the EV5 felt like it needed one or two movements before settling. Not only does it feel a little loose, it's frankly somewhat annoying that you can spent a lot of time waiting for it to calm down. I'm not sure if the Earth's larger wheels (compared to the Air) play a role here, but the Earth just never really settled on roads arounds around the Melbourne CBD like I thought it should. The steering is quite light and pretty quick to respond, which also feels a little out of whack with the suspension tune. You're also perched quite high in the cabin – it feels like you're sitting on top of the car rather than in it – which exacerbates the issue. Perhaps I'm overly critical because I'm used to Kia normally getting the ride/handling balance just about perfect. And to be fair, the EV5 is far from the worst in its class in this respect. Many rivals either are too firm or too soft – this leans towards the latter. At least the steering feels more dialled in than some of the overly light and often inaccurate electrically assisted racks found in its rivals, particularly some of the cheaper Chinese alternatives. Once I hit the freeways and better surfaced roads of the suburbs, I was much more impressed. The EV5 Earth is very comfortable and settled at highway speeds, and does a good job at keeping ambient noise at bay despite the lack of powertrain noise. It also offers plenty of performance in this spec. 230kW and 480Nm is plenty for this class of car, and the immediacy of response from the dual-motor electric drivetrain makes quick overtakes a cinch. It's certainly peppier than any Sportage I've driven. Being all-wheel drive, you also won't light up the front tyres and test the traction control's friendship when you accelerate too hard off the line, which you can very easily do in FWD versions of the EV5. That said, the dual-motor version could be more efficient. After 760km we saw energy consumption of 22.3kWh/100km on the trip computer, which was admittedly skewed by the fact Paul Maric spent a lot of time driving it on the freeway between Geelong and Lang Lang – I regularly saw 17-19kWh/100km during my daily commute in mixed conditions. Still, when something like a Model Y can easily consume 13-14kWh/100km, it's like comparing a RAV4 Hybrid to a turbocharged Mazda CX-5 in terms of relative efficiency. At least the assistance systems work pretty well, which is another area where a lot of Chinese rivals fall flat. Kia's semi-autonomous Highway Driving Assist 2 uses navigation data in concert with the adaptive cruise and lane-keeping systems to take the load off freeway stints, keeping the vehicle at a set speed and distance from the vehicle ahead and in the centre of its lane. It works well and doesn't have the tendency to slam on the brakes when someone cuts you off. At times the lane centring assist (or Lane Follow Assist) can be a touch overbearing, but it's very easily switched off via a button on the steering wheel. Hyundai and Kia's audible speed warnings can get a little annoying too, though in the EV5 they're not as loud as they once were, and can be easily switched off by holding down the mute button. Annoyingly, the Earth grade misses out on surround cameras and Kia's funky Blind Spot View Monitor features, which are reserved for the flagship GT-Line – boo. To see how the Kia EV5 lines up against the competition, check out our comparison tool The Earth sits between the entry-level Air and the flagship GT-Line grades in the EV5 lineup. 2025 Kia EV5 Air equipment highlights: EV5 Earth adds: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The Kia EV5 has a five-star ANCAP safety rating based on local testing conducted against 2024 criteria. This rating covers all variants sold in Australia and New Zealand. Standard safety kit includes: EV5 GT-Line adds: To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 is covered by the same seven-year, unlimited-kilometre warranty as the wider Kia range. However, the high-voltage EV battery and related componentry is warranted for 150,000km. To see how the Kia EV5 lines up against the competition, check out our comparison tool The EV5 has quickly become a popular choice in the Australian EV space, and it's pretty easy to see why. Distinctive looks, a spacious interior, a well-known badge on the nose and a good suite of on-board tech make the EV5 a familiar experience for any existing Hyundai or Kia owner looking to move to zero tailpipe emissions transport. While the driving experience could be better, especially given the Korean brand's recent form, it's far from off the pace in this segment and there are many some strong points like effortless power, decent range and a well-tuned driver assistance suite. The Earth specification should, in theory, be the pick of the EV5 bunch, but Kia has made it quite expensive while also withholding key features like surround cameras, Blind Spot View Monitor, a wireless phone charger and the ventilated front seats from the flagship GT-Line – which is a whole $7000 pricier. At nearly $70,000 on the road, I think the Earth variant should be cheaper and some of those features should be standard, or at least available as an option pack. I'm also of the mindset that most EVs, and especially electric SUVs, don't need high-output dual-motor drivetrains. Yes, you get the peace of mind that AWD traction offers in wet conditions, but for the most part you're just sapping range and adding weight. I think the Earth spec with a single-motor drivetrain for around $65,000 drive-away would make a lot of sense for many more buyers. While the EV5 Earth is good for what it is, I'd suggest the best EV5 is the cheapest one. But if money is no object and you want everything this solid nameplate has to offer, the GT-Line range-topper is where it's at. CarExpert can save you thousands on a new Kia EV5. Click here to get a great Explore the Kia EV5 showroom Content originally sourced from:
