2026 (26) Geely Ex5 160kW Pro 60kWh 5dr Auto

Another mid-sized Chinese SUV crossover, but this one, the Geely EX5, is worth a second look. Jonathan Crouch drives it.

Ten Second Review

Chinese maker Geely's first own brand model, the EX5, aims to redefine value in the over-crowded mid-sized SUV electric segment. There's lots you might be tempted by here but you'll need to know what you're getting.

Background

Some Chinese brands are more significant than others. Geely is a name that might ring a bell - and with good reason given that it owns Volvo, Polestar and Lotus - and effectively runs smart as well. Now it's here as a manufacturer in its own right with this car, the Geely EX5. This is an EV, of course. And, almost equally predictably, a mid-sized SUV, like just about every other car that China seems to launch into our market these days. This one is worth a second look though because it's more affordably priced and better equipped than nearly all its rivals. And, says Geely, has been tuned for UK roads by sports car makers Lotus. Sounds promising.

Driving Experience

At the time of our test in Spring 2026, Geely was offering two EX5 drivetrains. Most variants will be sold with the one this car was launched with, using a front-mounted motor with 215bhp energised by a 60.2kWh battery offering up to 267 miles of range. If you engage the most urgent of the three provided drive modes, 'Sport' (the others are 'Eco' and 'Comfort'), 0-62mph can be completed in 6.9s courtesy of 320Nm of torque, en route to 109mph. The alternative drivetrain is that used by the flagship 'Ultra' variant, which uses a larger 68.39kWh battery delivering a WLTP-rated range of up to 280 miles and able to make 62mph in 7.6s. With all EX5 variants, a centre screen 'Steering Assist' feature can match steering feel to your selected driving mode. However you get it though, steering feedback at speed through the turns is minimal - which is a pity because body roll is quite well controlled thanks to the stiff 'Global Intelligent New Energy Architecture' platform. The marketing suggestions of 'Lotus' engineering input don't hold up to much scrutiny. Lotus has been involved with and lent its name to several mainstream brand engineering projects over the years, some of which were memorable (like Vauxhall's Lotus Carlton) and some not (like Proton's Satria GTi). This EX5, it turns out, wasn't the subject of a Lotus engineering project. Geely simply commissioned from Hethel a 'comprehensive evaluation' of the EX5 for British roads, the results of which hadn't yet been implemented at the time of this test. So we're served up here the kind of dynamic set-up the Chinese brand thinks our market ought to have, with a soft suspension set-up. Which is probably appropriate for the kind of person this Geely is aimed at, though not for the kind of customer who might be attracted by the 'Lotus' marketing associations. There are lots of settings to play with of course; 'Comfort' or 'Sport' brake pedal feel modes and a 'comfortable stop' option. Along with four brake regen 'Energy Recovery' settings - 'Automatic', 'Low', 'Medium' and 'High'; even the fiercest of these doesn't deliver the 'one-pedal'-style deceleration feel you get with some rivals though. Driving the car, as with many other Chinese models, one of the main initial things you're going to have to get used to are all the ADAS functions, which can be somewhat intrusive. On the plus side, refinement at speed is excellent.

Design and Build

In terms of size, at 4,615mm long, this Geely's quite a bit bigger than most similarly-priced rivals; to give you some class perspective, it's 127mm longer than a Skoda Elroq and a massive 315mm longer than a Kia EV3. In terms of size, at 4,615mm long, this Geely's quite a bit bigger than most similarly-priced rivals; to give you some class perspective, it's 127mm longer than a Skoda Elroq and a massive 315mm longer than a Kia EV3. Inside, there's the usual Chinese environment with buttons banished, faux leather upholstery, a complicated-looking instrument screen and virtually all the functionality controlled via a huge centre monitor. Plus on all EX5s the front seats can be folded flat (as long as you take the headrests off) to create a bed-like format - which perhaps explains the provided 'Camping Mode' on the centre screen. With this top 'Max' trim, you even get a limo-like electrically-extending foot rest on the front passenger seat. The 10.2-inch instrument display you view through the oval steering wheel has a central drive assist graphic, with a speedo on the left and trip data on the right. As for the big 15.4-inch centre display for the 'FLYME AUTO' infotainment system, well most of its screen real estate is taken up by the wallpaper graphic we mentioned. As usual with monitors of this sort, there's a lower short-cut bar for main functions, with a circle taking you to the homescreen, the windows symbol taking you to selectable feature icons and the car symbol taking you to main driving controls. The second row seating is spacious and comfortable and the flat floor means a middle-seated adult could be accommodated if necessary. Second row folk get the usual appointments - twin vents, map pockets, big door bins, a folding armrest with cup holders and USB-A and USB-C charging ports. There's no third row option. Out back, boot space depends on the positioning of the adjustable-height floor. It's 302-litres with that floor in its highest position and 410-litres with the base in the lower position. Plus there's a deep stowage box below with a further 51-litres of space.

Market and Model

Basically here, you're getting a mid-sized EV crossover for the price of a more compact one: think ID.4 for the price of a VW ID.3 if it makes more sense. That's a big draw, particularly as quite a few pricier mid-sized EVs aren't as spacious as an EX5. The base 'SE' model (priced from around £32,000) offers plenty of standard equipment, with highlights including 18-inch alloy wheels, LED headlights with High Beam Control, rain-sensing wipers, keyless entry, roof rails, automatic flush door handles, power-folding heated mirrors and adaptive cruise control. Unlike some of its rivals, Geely hasn't forgotten a rear wiper; and unlike quite a lot of competitors, it doesn't charge you extra for a heat pump either. Inside, there's a heated steering wheel, heated and electrically adjustable flat-folding front seats, a wireless charging mat and a 360-degree parking camera. The 15.4-inch central screen for the 'FLYME AUTO' infotainment system includes online navigation, an in-vehicle Wi-Fi hotspot, 4G network connectivity and connectivity access to 'Apple CarPlay' (though not 'Android Auto'). For £2,000 more, the mid-level 'Pro' model doesn't seem to offer a lot more - primarily just larger 19-inch low-drag alloy wheels. From this level up, there's the option of a lighter 'Cloud colour' interior. At the top of the line-up, the plushest 'Max' model (priced at around £37,000), further includes a panoramic sunroof, a power tailgate, 256-colour ambient lighting, ventilated and massaging front seats with memory function, a head-up display and a 16-speaker premium audio system with two driver headrest speakers. 'Max' spec is also shared by the bigger-battery 'Ultra' flagship model. Across the line-up, a wide range of standard ADAS safety features has resulted in a five star Euro NCAP showing. These include automatic emergency brake, lane keeping assist, emergency manoeuvre assist, blindspot detection and door-open warning. There's also collision mitigation support for the front and rear, rear cross traffic alert and brake systems, traffic sign information, evasive manoeuvre assist, front cross traffic alert and auto lane change assist, plus a driver monitoring system. There's also Hill Descent Control and the usual full complement of airbags. It's the normal comprehensive Chinese portfolio.

Cost of Ownership

Chinese brands are often a little behind the tech standard when it comes to DC charging speed (which for some reason doesn't seem to be much of a priority in the home market). Geely isn't exceptional in this regard by this car's 160kW DC speed to better than many of its Oriental contemporaries. Both available batteries charge at similar speeds. Which means a 20 minute 30 to 80% DC recharge time. If you're charging from home, battery replenishment from a single phase 7.4kW AC wall box will take 9 hours 45 minutes for a full charge (though you could reduce that to not much more than 6 hours for 10-100% charging). With a three-phase 11kW supply, a full 0-100% charge would need 6 hours 30 minutes). The EX5 also comes with standard vehicle-to-load charging for powering things like laptops or e-bikes. At the time of this test, the brand was offering £1,000 off an Andersen A3 home wallbox charger with every EX5 (reducing the cost of that to £499); or if you don't want that, Geely will give you a £500 charging credit through Octopus Electroverse instead. All EX5s come with a base six year warranty, with a further two additional years then included provided you don't exceed 125,000 miles. Which should take away some of the fear factor from investing in an unknown brand. Plus there's the industry-standard eight year warranty for the battery.

Summary

The good news about Chinese brands piling into our market is that it's driving down prices and driving up value. To take just one example, were it not for a government grant, Ford's little Puma GEN-E would retail at nearly as much as this family-sized and luxuriously equipped SUV. You can see why the European brands are terrified of the Chinese invasion. Fortunately for them, the Orientals have a few rough edges to smooth out on their way to world domination. You won't buy this car because of how it looks, early reports say the ADAS features are intrusive and the 'Lotus' association turns out to be more of a marketing strapline. But you can't ignore the value proposition here: it's exceptional. Perhaps one day, Geely's cars might be too. For the time being this one, the EX5, is merely difficult to ignore.