China's leaders vow economy help as US talks in limbo
At their summer economic planning meeting, the powerful politburo of the ruling Communist Party pledged to stabilise foreign trade and investment.
"We must assist foreign trade enterprises that have been severely impacted, strengthen financing support, and promote the integrated development of domestic and foreign trade," the official Xinhua News Agency said in reporting the closed-door meeting on Wednesday.
It mentioned export tax rebates and free trade pilot zones but gave no other specifics.
The inconclusive outcome of two days of trade talks in Stockholm, Sweden, leaves open the question of higher tariffs on Chinese exports to the United States.
Chinese Vice-Premier He Lifeng said the two sides had agreed to work on extending a deadline for higher tariffs.
The US side said the extension was discussed, but not decided.
US Treasury Secretary Scott Bessent told reporters after the talks that President Donald Trump would decide whether to extend the August 12 deadline for an agreement or to let tariffs that have been paused for 90 days return to a higher level.
"We haven't given the sign-off," Bessent said, though he emphasised that the talks had been "very constructive".
China remains one of the biggest challenges for the Trump administration after it has struck deals over elevated tariff rates with other key trading partners, including Britain, Japan and the European Union.
Many analysts had expected the Stockholm talks to result in an extension of current tariff levels, which stand at a US tariff of 30 per cent on Chinese goods and a Chinese tariff of 10 per cent on US products, far lower than the triple-digit percentage rates raised in April.
The truce in the tariffs war to allow time for talks allowed exporters and other traders to ramp up shipments in hopes of beating any higher tariffs that might follow.
The meeting headed by Chinese leader Xi Jinping mostly reiterated Beijing's priorities for the year, including a need to "unleash domestic demand", which has lagged, leading to a surge of exports by industries unable to find growth at home.
It also stressed the need to promote jobs and prevent a "large-scale relapse into poverty".
The economy "has demonstrated strong vitality and resilience", the Xinhua report said, but it acknowledged many risks and challenges.
That includes reining in brutal competition that has led to damaging price wars among auto makers and some other manufacturers and managing excess capacity in some industries, it said.
China's economy expanded at a 5.2 per cent annual pace in April-June, slowing slightly from the previous quarter.
Even with the hiatus in higher tariffs, companies are feeling a pinch.
Industrial profits in China fell 1.8 per cent in the first half of the year and 4.3 per cent in June, according to data released this week.
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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. 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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:
