Kia PV5 Passenger review

Driving position

If you’ve only driven cars before, then the Kia PV5 feels like nothing that came before. You feel almost invincible as you sit cocooned in a taller, wider body, but the PV5 never feels unwieldly.

It helps that you get really big windows, a low beltline and chunky mirrors, so passing through width restrictions or just parked cars down a residential street is actually far easier than you might think – easier than even an electric SUV, like the Kia EV5.

Rearward visibility is helped by a large expanse of glass, and actually, all-round windows and glass-filled quarterlights do a good job at minimising blind spots.

All of this helps it be really manageable around town, where many families will spend most of their time ferrying the kids from A to B. And then to C, D, E and so on. Don’t worry, the PV5 has the range for that (more below).

Whether you prefer that commanding commercial vehicle-like seating position or a more car-like feel, there’s plenty of height adjustment in the seat (manual on Essential trim, electric on Plus).

Tech and features

Kia PV5 trims

– Essential

– Plus

As standard, you get a 12.9-inch infotainment system plus a 7.5-inch digital instrument cluster. While it feels more purpose-built EV than converted diesel van in terms of modern tech, Kia fans will notice it’s not quite the same system as you get in cars.

Instead of Kia’s ccNC operating system which you get in the EV5, it’s a more basic Android Automotive OS screen. It’s borrowed from the PV5 Cargo (built for tradespeople and delivery fleets), so has its own app store which could eventually get populated with business-destined apps.

It’s a shame that the Passenger model doesn’t get the full car-like screen experience, like in a Mercedes EQV, however we wouldn’t say the Android Automotive system lets it down in any way.

Sure, it’s more basic, but it’s genuinely very responsive and easy to use.

Wireless Apple CarPlay/Android Auto are standard-fit anyway, so smartphone mirroring is fully covered.

The operating system VW uses in the ID. Buzz feels more comprehensive, but it can be laggier at times.

All models also come with front and rear parking sensors, a reversing camera and four USB-C ports (with one of them providing up to 100W of power).

High-spec Plus versions add a powered boot lid, vehicle-to-load (V2L) charging with a three-pin socket inside the van, a heated steering wheel and heated front/outer rear seats. The sort of kit you’d expect from a car, not a van.

Electric motors and power

Kia PV5 Passenger performance stats

– Power: 122hp or 163hp

– 0-62mph: 10.6 to 12.8 seconds

– Top speed: 84mph

– Driven wheels: Front-wheel drive

We’ve become far too accustomed to punchy electric motors, but not too long ago, 10 seconds to 62mph was pretty normal. That’s exactly the mark the PV5 Passenger hits.

The Standard Range version is fitted with the least powerful 122hp motor, so if you want the quicker 163hp version, you’ll need to pay more for the bigger battery.

Still, because you get the instant torque from the electric motor, the PV5 Passenger generally feels quicker than the figures suggest.

We tested the PV5 Passenger alongside the PV5 Cargo, which is around 160kg lighter like-for-like. It was loaded with a 350kg payload to simulate the additional weight, so it ended up being 190kg heavier than the Passenger.

This weight, equal to around two additional adults, didn’t change the handling or acceleration in any perceptible way.

Performance is generally in line with the Citroën ë-SpaceTourer, Peugeot E-Traveller and Vauxhall Vivaro Life Electric, but the Volkswagen ID. Buzz does have more pace if you want car-like acceleration. The ‘Buzz even has a 4x4 GTX performance edition with 340hp, which is a hoot to drive.

Handling and ride comfort

The Kia PV5 Passenger is a really easy-going people carrier, and it feels perfect for running errands. Acceleration is smooth if not punchy, and the steering is light.

The good news is that wind and tyre noise are good, with wind only becoming noticeable at higher speeds because of the PV5’s upright shape – a common theme with vans.

We couldn’t notice any major difference in noise and disturbance between the PV5 Passenger and PV5 Cargo, but with other Kias feeling extremely refined, maybe a little more sound deadening wouldn’t have gone amiss in the people-carrier version.

It’s about as refined inside as the VW ID. Buzz, which costs a lot more. A lot, lot more.

Boot space

Kia PV5 Passenger boot space

– Boot space: 1,330 litres

– Incl. Rear seats folded: 2,300 litres

The PV5 Passenger is all about… passengers. But it’s also about carrying a lot more than any car could ever dream of.

The 1,300-litre boot is bigger than you get in most hatchbacks with the seats folded, but this is what you get when all five seats are in use in the PV5.

It’s all about usable space – it’s 767mm tall and 1,311mm from front to back. The floor is also 1,300mm wide from left to right. If you need to carry a washing machine, some boxes or a bike – or all three – you should be fine.

There’s also stacks of under-floor storage, beneath liftable sections, so you can keep items in the cavernous boot without them sliding around and causing mayhem.

The five-seat ID. Buzz has 1,121 litres of space – the longer seven-seat model (with just five seats in place) has a similar 1,340-litre boot (or 306 litres in seven-seat mode).

Rear seats

From launch, the Kia PV5 is a strict five-seater. The second row offers stacks of legroom – it’s the sort of people carrier that would do well as a taxi, with no one likely to have any headroom or legroom issues.

Later on, we expect a seven-seater model to arrive.

Sliding doors on both sides also help to improve accessibility, even in tight spaces.

If you just need five spacious seats and a big boot, the PV5 Passenger is a really worthy contender. But the ID. Buzz, ë-SpaceTourer, E-Traveller and Vivaro Life Electric all offer more seats (up to nine).

Storage solutions

The PV5 is big on interior storage, with a modular ‘AddGear’ system supporting storage components like trays and cubbies in the dashboard, the glovebox, the floor area, and around all seats.

Kia PV5 Passenger dimensions

– Height: 1,923mm

– Width: 2,255mm (including mirrors)

– Length: 4,695mm

– Kerb weight: 1,990 to 2,070kg

Safety

In some areas the PV5 feels more van than car, in others it’s the other way around. That’s true of its safety credentials.

Kia has given the PV5 Passenger an extensive list of driver aids, including adaptive cruise control and lane-keep assist, Highway Driving Assist (a combination of them both for effortless motorway driving), blind spot monitoring and collision avoidance systems.

Euro NCAP awarded the PV5 Passenger four out of five stars, with strong scores for adult and child occupant protection. The ‘Buzz got five.

Range and charging

– Range: 183-256 miles

– Battery size: 51.5-71.2kWh

– Max charging speed: 150kW

– Charge port location: Front

– Charge time (AC): 0-100% in 7 hours 30 minutes (51.5kWh) or 10 hours 20 minutes (71.2kWh) using a 7kW charger

– Charge time (DC): 10-80% in under 30 minutes (both batteries)

– Efficiency: 3.2mi/kWh

– Charging cost: From £3.61 (51.5kWh) or £4.98 (71.2kWh)

Kia’s electric cars have always performed very well when it comes to efficiency, and the PV5 isn’t too different.

First thing’s first, let’s not forget this is a van, not a car, so aerodynamics really aren’t in its favour.

Kia claims 3.2mi/kWh, and we got between 2.7 and 3.2mi/kWh in our testing on a pretty short, mixed driving route.

All models are compatible with a pretty quick 11kW AC charger, but most homes are limited to 7kW, which is why we’ve quoted those charging times above.

Good news is that even though the PV5 is a van, it’s got a peak rapid charging rate of 150kW, which is in line with many cars.

The location of the charging port, on the van’s nose, is a bit awkward, though. It means you’ll have to pull into parking spaces every single time.

Reliability

Although these particular batteries and motors are mostly unique to the PV5, Kia has an extensive catalogue of electrical components for its other cars, so it knows a thing or two about mass-market EVs.

Then there’s the seven-year/100,000-mile warranty and the eight-year battery coverage.