2025 Geely EX5 Inspire Review

Geely’s new EX5 isn’t perfect but for a (sort of) first effort, it really is quite good writes Richard Edwards.

Geely is back. The Chinese giant’s first attempt at our market more than a decade ago is best forgotten. However, this time the brand arrives with far more firepower behind it. Since those early days, Geely has grown into a global automotive powerhouse. It now owns Volvo, Polestar, Lotus, and several premium EV spin-offs, such as Zeekr. In a way, New Zealand has already been quietly buying Geely-group products for years.

Now the parent brand is finally fronting up, launching with the EX5, a medium-sized electric SUV built on the company’s new Global Intelligent Electric Architecture (GEA). It won’t stop there. Geely plans to bring hybrids, plug-in hybrids, and even pure ICE models. That breadth of intent makes it clear the brand is not here to be pigeonholed as an “EV-only” player. Distribution is through the Giltrap Group under its ‘NordEast’ subsidiary. Paired with Radara, Farizon and Zeekr, the group aspect means a ramp up to a broad sales and service network at a rapid speed. 

We have already driven the car in Australia but has it changed in its transition to a full New Zealand model?

Complete to Inspire?

The EX5 comes in two trims, Complete and Inspire. Both share the same drivetrain: a front-mounted 160kW/320Nm motor integrated into what Geely calls an “11-in-one” compact package. Power comes from a 60.2kWh lithium iron phosphate (LFP) battery. Claimed WLTP range is 430km for the Complete and 410km for the Inspire, the latter losing a few kilometres due to being heavier. On paper, that puts the EX5 right in the hunt against rivals such as BYD Atto 3, MG’s new S5, and even the entry-level Tesla Model Y.

Performance is decent. Geely quotes 0–100km/h in 6.9sec for the Complete and 7.1 for the Inspire. That’s not blistering but quick enough for confident overtakes.

Charging specs look competitive too: 100kW DC and 11kW AC. In practice, the EX5 has exceeded its own brochure, peaking for us at 126kW on a 150kW Tritium unit. The charging curve holds steady, giving a useful 10-80 per cent top-up in under half an hour. The 11kW onboard AC charger is another plus, handy for three-phase home set-ups or long mall visits.

On efficiency, real-world results are mixed. In cold winter conditions and at open-road (110km/h expressway) pace the EX5 initially struggled, returning barely 250km of usable range. Over more representative mixed use, things settled to around 16.7kWh/100km, equating to around 340km per charge. That’s a few kilowatt-hours thirstier than a Model Y but given the price difference it’s a compromise most family buyers will happily accept.

Living with the EX5

Step inside and you’d never guess this is Geely’s first proper crack at our market. The cabin feels well screwed together, with a restrained, modern design and quality materials. The centrepiece is a 15-inch portrait-style infotainment screen running Geely’s Flyme Auto interface, backed up by a smaller digital driver display. Physical buttons are retained for essentials and a large multifunction rotary dial sits proudly in the centre console.

The seats deserve a special mention. They are huge, soft, and wonderfully supportive; more armchair than bucket. In the Inspire grade the driver gets heating, ventilation, and massage, while the front passenger can recline into a lounger mode with a powered leg rest. In the rear, space is equally generous. Three adults will actually fit across the back, something rare in this class. Headroom is excellent, and there’s no sense of compromise on longer journeys.

Boot space is quoted at 500L, helped by a deep under-floor tub. Ignore the number, the tub makes it second only to the Model Y for outright practicality.

Tech and safety

Geely isn’t shy about loading the EX5 with technology. Standard kit includes wireless Apple CarPlay and Android Auto, 360-degree cameras, vehicle-to-load capability (3.3kW, ideal for camping appliances), and even vehicle-to-vehicle charging at up to 6kW. Though a little note on accessories. The V2L unit is not yet available or included. Neither is the cable for vehicle-to-vehicle charging the car is capable of.

Driver assistance is comprehensive. Adaptive cruise with lane centring works impressively on motorways, and the system can even change lanes automatically when you indicate, though only in perfect conditions. If lane markings aren’t obvious or of certain types, the computer says no. Early complaints about beeping and over-sensitivity have largely been ironed out for our market. However, the speed limit warning remains too keen, chiming the instant you drift a few km/h over a posted limit.

The driver monitoring camera is sensitive too. It had no problem with glasses but got upset when I tried drinking coffee, briefly obscuring my face. Minor annoyances aside, the ADAS suite now feels competitive rather than frustrating. It received a five-star safety rating from ANCAP in April.

On the road in New Zealand

Local suspension tuning was undertaken after Australian testers found the car too soft in early drives. The MacPherson strut/multi-link setup has been firmed up slightly for our roads. The result is a comfortable and controlled ride. It absorbs bumps with ease and corners flatter than expected for a 1700kg family SUV.

That said, the EX5 is not sporty. Push hard out of bends and you’ll feel the front wheels juggling drive and steering duties. Grip levels are safe, but the car prefers a relaxed pace. Steering is light in Comfort mode and gains weight in Sport but never delivers real feedback. In this respect it’s closer to a BYD Atto 3 than a Tesla Model Y. Swapping the eco-biased tyres for stickier rubber could improve things but most buyers will appreciate the comfort-first tuning.

What the EX5 nails is refinement. At 100km/h it cruises quietly, with little wind or tyre noise. The ride avoids harshness and, combined with those overstuffed seats, it makes for one of the most relaxing cabins in the segment. On winter test days I found myself grateful for the heated massage seats and thoughtful climate controls, luxuries rare at this price point.

Charging experience

A quirk worth noting is the location of the charge port, mounted on the front driver’s side. At most Kiwi charge stations this is convenient, but at Tesla Superchargers it may force awkward cable stretches, though the EX5 is not alone as Atto 3 drivers will attest. Still, the fast charge speeds more than compensate. The car consistently over-delivered against its spec sheet, which is not something we can say about all rivals.

Everyday usability

Living with the EX5 for several days highlighted some clever touches. Storage is abundant, with deep door pockets, well-sized cupholders, and wireless phone charging. The infotainment screen has a soft, non-glare coating, making it readable in bright sun and easy to use without smudging.

Physical controls are well judged. The steering wheel buttons are tactile, though their minimal labelling may confuse at first. A big rotary dial in the centre console can be configured for multiple functions. I often used it to adjust stereo volume without needing to poke at the screen.

Practicality doesn’t extend to the key. It’s an odd one. Encased in a suede sleeve, the fob itself is a slippery white pebble. Lose the cover and it feels easy to misplace. The companion Geely app allows remote lock/unlock and climate functions but doesn’t yet support digital key operation.

Value proposition

Perhaps the EX5’s biggest ace is its price. The Complete launches at $49,990, while the Inspire adds a glass roof, electric tailgate, electric seats, and lounge-style passenger chair for $53,990. You’re still looking at nearly $20k less than a Model Y while delivering 95 per cent of the same capability. Factor in the generous interior, strong feature list, and premium feel, and the EX5 stands out as one of the best-value mid-size electric SUVs on sale today.

Verdict

The Geely EX5 represents a convincing return for the brand. It isn’t the most efficient EV in the class, nor the sportiest to drive. But it nails the basics that Kiwi families care about: comfort, space, tech, and value. Range is solid if not stellar, charging is quicker than expected, and the interior feels genuinely upmarket.

Geely has clearly listened to early feedback, refining suspension tuning and driver-assist behaviour before our market launch. The result is a car that feels surprisingly well tailored for New Zealand roads and buyers.

For those cross-shopping BYD, MG, or Tesla, the EX5 deserves a close look. It may not shout as loudly as some rivals but in terms of everyday usability and bang for buck, it makes a quietly persuasive case.  

Geely EX5 Inspire
$53,990  /  16.6kWh/100km  /  0g/km
0-100 km/h 7.1s
Motor output  160kW
Max torque  320Nm
Battery  60.22kWh
Range  410km
Drivetrain  Single-speed auto / FWD
Front suspension  Mac strut / swaybar
Rear suspension  Multilink / swaybar
Turning circle  10.9m (2.5 turns)
Front brakes  Ventilated discs
Rear brakes  Discs
Stability systems  ABS, ESP
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-235/50R19
Wheelbase  2750mm
L/W/H  4615 / 1901 / 1670mm
Track f-1620mm  r-1611mm
Luggage capacity 461-1877L  
Tow rating  Not rated to tow
Service intervals 12 months / 15,000km
Scheduled servicing  3yrs / 60,000km
Warranty  7yrs / Unlimited km
ANCAP rating  ★★★★★ (2025)
Weight (claimed)  1765kg