Kia PV5 Cargo review

It’s not often that a new manufacturer enters the light commercial vehicle market. We’ve recently seen Farizon arrive here, and BYD is following, but if there’s one brand that could shake things up, it’s Kia. And here it is, with the new Kia PV5 panel van.

You might think this is Kia’s first attempt at a van, but it’s been making commercial vehicles since the mid-1970s, starting with the Brisa, a rebadged Mazda pickup. This, however, is its first purpose-built, Kia-designed, all-electric van. It’s built on a dedicated electric platform rather than converted from a diesel design. That matters because it promises a lower floor, more efficient use of space, and handling characteristics that feel more car-like than its rivals.

Kia has broken convention elsewhere, too. It’s pitching the PV5 between the small and medium van segments, so it’s longer and roomier than something like the Peugeot e-Partner or Renault Kangoo E-Tech, but more compact than a Ford E-Transit Custom or Vauxhall Vivaro Electric. It’s almost aiming directly at the Volkswagen ID Buzz Cargo, and for many businesses, that ‘in-between’ size could be a sweet spot, especially when combined with competitive pricing, generous standard equipment, and Kia’s seven-year warranty.

We put a 400kg load in the back of the new PV5 and took to the roads to find out whether Kia has really built a van that can challenge the best electric light commercials on sale.

The PV5 comes with two battery choices: a 51.5kWh (total capacity) Short Range model with up to 184 miles of official WLTP range, and a 71.2kWh Long Range van that claims 258 miles. Both power a single front-mounted motor, which produces 120bhp or 161bhp of power, respectively. Both motors generate 184lb-ft of torque.

The PV5’s natural rival, the Volkswagen ID Buzz Cargo, has a 79kWh (usable capacity) battery pack, able to take it up to 277 miles. The UK’s best-selling compact electric van, the Peugeot e-Partner, packs a 50.57kWh (usable capacity) battery that will take it 213 miles, at least according to official testing figures. That suggests the Peugeot might be more efficient, on paper at least.

We’ve driven the PV5 Long Range, and it proved impressively close to its claim. With 400kg in the back and a route that took in motorways, steep climbs, town traffic, and coastal roads, the PV5’s onboard computer showed that we returned 3.61mi/kWh. Do the maths, and that works out at around 257 miles on a full charge — effectively bang-on the WLTP figure, something very few electric vans achieve in the real world.

Performance is strong enough for everyday use. As with almost every electric vehicle, the torque is delivered instantly, so the van feels willing. It won’t win traffic-light sprints against the latest SUVs, but load it to the gunwales and it’ll still hit 62mph in 12.4sec. Make sure your cargo isn’t too delicate, though.

That said, getting off the line relies on delivering power to the tarmac, and the skinny, efficiency-boosting tyres struggle to control the torque. With weight in the back shifting the centre of gravity, wheel spin and scrabbling from the front wasn’t uncommon, but the computers ensured it was never unruly.

Ride quality is tuned on the softer side, effectively soaking up speed bumps and poor surfaces. It’s a lot more comfortable than an e-Partner, or even the larger Ford E-Transit, although the downside is it’s relatively easy to scrape the nose of the van on the far side of a speed bump as the suspension compresses.

Despite the soft ride, handling is tidy, with body roll kept under control and an utterly predictable response when pushing a little too hard. It doesn’t engage in the same way that a Mercedes eCitan does, but it offers a more pleasant and relaxing experience than any of its rivals.

Steering feels incredibly light at low speeds, which, combined with an 11 metre turning circle — about the same as the much smaller Ford E-Transit Courier — makes urban driving incredibly easy. Three-point turns on narrow streets are possible, albeit much to the chagrin of other road users.

At speed, noise levels are very low. Travelling at 60mph, the loudest sound in the cab was the air-conditioning fan, with tyre and wind noise impressively subdued thanks to careful aerodynamics and sound insulation. Kia says it targeted a volume of 65dBa in the cab, which is significantly less than the 70dBa or so of a typical van.

There are three levels of regenerative braking, controlled by paddles on the steering wheel. There’s also a one-pedal mode, which proved very effective — even on steep descents, the van slowed confidently without needing the brake pedal.

"It’s not quick, but it’s quiet, smooth, and covers the miles it says it will in comfort, which is all you really want from a van." – Phil Huff, Van reviewer

Step into the PV5’s cab, and it’s clear Kia has thought about day-to-day usability. The step-in height is low, thanks to the electric skateboard platform, and the driving position is closer to that of a car than a traditional van.

At launch, the PV5 is a two-seater, with a three-seat option coming in 2026. The upside of just two seats is space: there’s plenty of room for both occupants, along with ample storage. You’ll find large door bins, an under-seat box, trays on the dash, and Kia’s new AddGear system, which lets you clip on hooks, containers, and device holders without drilling holes. Kia promises to release plans to accessory manufacturers, allowing a whole range of clip-on devices to be produced — perhaps even custom-designed, 3D-printed options for specific use cases.

Technology takes centre stage. A 12.9in touchscreen running Android Automotive OS sits in the middle of the dash, supported by a 7.5in digital instrument cluster. Having Google Maps built in, complete with live traffic and voice control, is a significant advantage over many OEMs’ own-brand or bought-in navigation services, which often have infrequent updates and less granular traffic data. Of course, wireless Android Auto and Apple CarPlay are in place, so you can use your own systems, too. Over-the-air updates and a growing app store add further appeal.

Fleet managers will also appreciate the connectivity. Kia’s PLEOS (a portmanteau of the Greek word “Pleo”, meaning more, and “OS,” for operating system) Fleet platform and integration with Geotab’s FMS system allow for monitoring of battery state, driver behaviour and maintenance alerts. It’s a growing trend for light commercial vehicles, with Ford’s Liive system doing much the same thing. Drivers can also benefit from Kia Charge, which provides single-account access to nearly a million charging points across Europe.

The infotainment system isn’t perfect, though. The row of small, touch-sensitive buttons at the bottom of the screen, which act as shortcuts for climate control, audio, and more, is fiddly to use on the move, and nearly impossible to hit accurately the first time. A couple of physical knobs would make life so much easier.

Refinement in the cab is excellent for a van in this class, helped by extensive soundproofing and carefully considered aerodynamics.

Visibility is generally good, thanks to 360-degree cameras, large mirrors and a low beltline. The low front edge of the side windows really makes picking out curbs and manoeuvring into very tight spaces easy, but there are flaws: the thick A-pillar can hide pedestrians and even entire cars, despite the addition of a tiny quarter window. When everything else is so good, this really jars.

“The cab feels more like a modern car than a van, with plenty of tech and space to make long days less of a chore." – Phil Huff, Van reviewer

The PV5’s load bay is where its dedicated design really pays off, with caveats. In L2H1 Cargo form — the first model to launch — it offers 4.4 cubic metres of space. That’s achieved with a floor length of 2,255mm, a height of 1,520mm and 1,330mm between the wheel arches. That’s enough for the PV5 to take two Euro pallets.

Despite being a fraction narrower, lower, and shorter than the Volkswagen ID Buzz Cargo, it offers an additional 0.5m³ of space. The same is true with the Peugeot e-Partner (up to 3.9m3) and Renault Kangoo E-Tech (up to 4.3m3).

Kia has maximised the space in the back in some clever ways. As there’s no exhaust box to accommodate, the floor has been dropped low. Very low, in fact. The rear step height is just 419mm, while the side sill is 399mm — about 20cm lower than an ID Buzz Cargo, and 12cm lower than an e-Partner. That’s going to be very welcome for multi-drop deliveries. One sliding door is fitted as standard, with dual doors available as an option, while barn doors at the rear are standard. A top-hinged tailgate option will follow later.

So what about those caveats? If you want to load two pallets into the van, the forward pallet needs to be rotated sideways. However, there isn’t enough room to slide it through the side door, and the floor isn’t flat, so you can’t push it to the bulkhead. The solution? A clever “high flat floor” option that raises the load surface above the wheel arches to provide a completely flat deck, along with useful under-floor storage for long items such as ladders. The catch there is that it reduces the internal height available.

Payload is up to 790kg in the Short Range version, and 690kg in the Long Range, which compares favourably with the ID Buzz’s maximum of 712kg and the e-Partner’s 781kg. Towing capacity is 750kg braked, and the roof load is rated to 100kg.

Other practical touches include the availability of vehicle-to-load (V2L) power sockets in the cargo area. These allow tools, lighting or a laptop to be powered directly from the van’s main drive battery, without needing to tap into a customer’s supply when on site.

"Both the low step-in height and optional flat high floor make clever use of space, but think carefully about which will be the best choice for your business." – Phil Huff, Van reviewer

Kia has kept the PV5 line-up straightforward. There are two trims — Essential and a slightly plusher Plus model — and the choice of Short Range or Long Range battery. Prices start at £27,645 plus VAT for the Short Range Essential, and rise to £31,410 for the Long Range Plus. All versions qualify for the government’s Plug-in Van Grant, reducing the price by up to £5000.

That undercuts, well, everything. The Kia PV5 is slightly cheaper than the smaller Peugeot e-Partner and its Stellantis siblings, a good chunk lower than a Renault Kangoo E-Tech, and significantly lower than a Volkswagen ID Buzz Cargo.

It’s also backed by Kia’s seven-year or 100,000-mile warranty, which is more years of cover than you’ll find on any rival. The Stellantis-built quartet from Citroën, Fiat, Peugeot, and Vauxhall, alongside Ford’s multiple electric offerings, have the same 100,000-mile limit, but are limited to three years, while Nissan extends cover on its Townstar EV to five years. Only Toyota can compete here, with up to 10 years of cover available on the Proace City Electric, assuming you service the van at a Toyota dealer on time.

Servicing for the Kia is every two years or 20,000 miles, which should keep downtime to a minimum. Repair costs are kept down by using modular parts, such as three-part bumpers, and Kia’s connected services should help fleets stay on top of maintenance.

Charging speeds are competitive: the van supports up to 150kW DC rapid charging, allowing a 10–80% top-up in around 30 minutes. On AC, it charges at 11kW as standard, with 22kW capability expected in the near future. The charging port is located in the nose, so you won’t block access to the side or rear doors when plugged in.

“The quality of the van and the premium style it exudes seems incredible when you look at the price tag. It’s a bargain.” – Phil Huff, Van reviewer

Buy it if...

- You want an electric van with a lengthy real-world range

- You'd like a well-equipped van for a competitive price

- You want a van with a long warranty

Don’t buy it if…

- You want a van that's engaging to drive

- You don't like touch-sensitive controls

- You need a van with a wide side door 

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