A glance at the PV5 tells you immediately that this isn’t your typical commercial vehicle. Kia has emphasized that instead of converting an existing combustion engine platform, this one is built from the ground up using the E-GMP.S (Electric-Global Modular Platform for Service). Taking lessons the carmaker has learned from the development of the passenger car-based E-GMP, the E-GMP.S is a highly flexible and scalable skateboard with an ultra-compact power unit.

True enough, despite having a similar footprint to a compact MPV (4,695 mm in length, 1,895 mm in width, and 1,899 mm in height), its interior space is closer to that of full-sized vans. It can carry up to seven people (2+2+3) while 3,615 liters of space with the second and third-row seats folded down. In its cargo form, it offers up to 5.2 cubic meters of space, about as big as a Toyota Hiace or Hyundai Staria.

More than just about ferrying people or carrying loads, the Kia PV5 also addresses several pain points, a buzzword excessively used by Kia executives during their presentations. These, for example, led to the application of a forward folding and removable front seat (in some configurations) to maximize cargo space; the use of scratch and stain-resistant materials, including the flooring; and the development of a wide range of accessories which can be added onto the built-in roof mounting points, L-Track interfaces, and bespoke Kia AddGear slots dotting the cabin.

Like every other member of the Kia family, the PV5 looks anything, but conventional. The geometric lines give it a bold, modern aesthetic making it look like it was ripped straight out of a sci-fi movie. It’s also meant to be practical. The black wheel arches and rocker panels are durable against scruffs and dings, and the bumpers, front and rear, are made of three sections for easy replacement. The DRLs have been made to merge with the A-pillar for some visual flair, but the headlights have been tucked into the front bumper to reduce damage risk. The low beltline, which drops to almost halfway of the side, provides excellent visibility at the expense of feeling naked to passersby. Ladies, take note: don’t wear short skirts or shorts in here, lest you want to give the public a peep show.

The level of design modularity present here had Kia comparing it to Lego bricks. True enough, the front cabin modules are standardized, but the rest—rear-end, roof, and quarter glass components can be flexibly combined. At launch, there are 16 variants made from a limited number of assemblies all made at the Gwangmyeong EVO Plant. Further supporting localization, Kia will roll out a dedicated Conversion Portal System to approved conversion partners that will contain technical resources including 3D CAD data, a bodybuilder manual, and homologation information to ensure safe and consistent conversions worldwide.

Whatever the PV5’s configuration—passenger, cargo, cab and chassis—the shared dashboard has been designed with a lot of thought. It’s designed not just for production efficiency (all the cabin electronics are situated there), but for operational efficiency too. Other parts of the cabin where switches may have resided contain storage compartments.

Compared to other Kia models where the instrument cluster and infotainment screens are made to visually merge, this one has two standalone displays—a 7.5-inch instrument cluster and a 12.9-inch center screen. It doesn’t look particularly futuristic, per se, but again, it’s down to design flexibility and maintenance. The infotainment functions are handled by Pleos, an Android Automotive-based system. Powering future Kia vehicles moving forward, it moves functions like climate control into the touchscreen. Admittedly, it feels like a step backward in terms of usability, but it will enable developers to roll out dedicated apps, while also future proofing it with AI functionality and OTA updates.

Although the side step height is among the lowest in commercial vehicles—399 mm—getting aboard requires a good pull up on the pillar-mounted grab handles. The raised floor at the front is due to having all the power unit electronics tucked up under the floor here. Once settled on the driver’s seat, the ergonomics are solid. The various switches and buttons are placed logically, and are easy to find. The squircle steering wheel only adjusts for tilt, but getting it to fall straight into hand is easy enough. The seats adjust electronically and the cushions offer ample support. The seating position is perched high giving a commanding view of the road ahead, but again, feels rather exposed from the sides. Sadly, for all Kia’s work, those thick A-pillars and awkwardly placed front quarter windows obscure the road view more than it helps.

So far, there’s only one powertrain available for the PV5—a front-driven single-motor system that produces 163 horsepower (120 kW) and 250 Nm of torque. Loaded with up to four people at one point, there’s no lack of grunt in this setup. Each press of the accelerator won’t send you digging into the seats, but at least, it doesn’t make the drive wheels squeal in protest either. It’s sensible and within character. More impressive than its shove, is the impeccable NVH isolation. Save for some wind noise at higher speeds, it’s one refined, comfortable cruiser.

Two battery sizes are available for the PV5 Passenger version—a 51.2-kWh and a 71.2-kWh—both utilizing a Nickel Cobalt Manganese chemistry. This allows for up to 412 kilometers of range before needing to plug in. The Cargo version can be had with a smaller 43.3-kWh Lithium Iron Phosphate battery too. Regardless, a Smart Regenerative Braking system automatically adjusts deceleration based not just on traffic flow but on GPS data and the driver’s braking pattern too.

Despite its tall stance, the PV5 handles tidily. There’s no mistaking this for a sedan or SUV, but because the battery’s positioned deep within the floor, its inherent center of gravity is low and its weight distribution is far more balanced. When pushed, there’s a hint of body roll, but all controlled. The suspension too may be on the firm side, but remains pliant enough, at least on the billiard-smooth roads of South Korea. The steering is assuring and precise.

As Kia pivots their business strategy to go all-in on electrification—even more so than its sister brand, Hyundai—the PV5 marks the next big step in the right direction. Their ground-up approach does start, like every other carmaker, with the hardware, but it goes further than that. It’s very clear that they’re leveraging leadership in software and even manufacturing to help them march on a different cadence compared to other legacy automotive brands.

It’s a lead that Kia thinks it has over the competition, so much so that they’re aggressively pushing the PV5 and its new range of BEV commercial vehicles to new markets; markets which even include those which remain hesitant to an all-electric transformation such as Japan. There’s still no confirmation whether this one will arrive in the Philippines, but given ACMobility’s recent pronouncements stating that they’re focusing on electrified mobility and the fact that they’ve sent a sizeable Filipino contingent to the PV5’s global reveal (watch out first look in Spain) and, now, drive program, it’s a matter of when, not if, that it’ll arrive here. Whether a BEV van will be embraced here is a story for another day, but globally, Kia’s bullish. With two other members of the PBV family on the way—the PV7 and the PV9—they’re targeting to hit 250,000 sales by 2030.