Geely EX5 review

Exterior & design of the 2026 Geely EX5

• Visually, it won't offend anybody
• But you couldn't pick it out of a crowd of SUVs
• 18- and 19-inch alloy wheels offered

The Geely EX5 is not alone in this, but there are a lot of cars coming out of China at the moment which look like someone inputted the command 'show me a generic SUV shape' into AI and then upscaled the resultant creation into a production model.

It's absolutely not that the EX5 is ugly, you see. If you'd not already seen endless EVs launching with aerodynamically efficient smoothed-off front ends, or full-width light strips on their tailgates, or featureless flanks sitting above a range of forgettable 18- and 19-inch wheel designs, then you could almost argue that the Geely looks quite fresh and appealing.

But - and we've said this line before as well - pry those six-square corporate emblems off the EX5 and then vox-pop the average people on the street regarding which manufacturer the SUV is affiliated to, and we'd be ready to bet you'd get about 15 or 20 different erroneous answers once you compiled the results.

The Geely is not a memorable shape at all. It's just... a shape. An SUV shape. One of a great herd of similar shapes.

Dimensions of the 2026 Geely EX5

Length:

4,615mm

Width:

1,901mm (excluding mirrors)

Height:

1,670mm

Wheelbase:

2,750mm

Paint colours for the 2026 Geely EX5

There are five main colours for the Geely EX5, which were Arctic White, Jade Green, Frost Grey, Moonlight Silver and Obsidian Black. The Ultra model can also be finished in Rainforest Green.

For the other trim levels the solitary standard, no-cost paint (and non-metallic finish) is Arctic White.

Interior, practicality, tech & comfort of the 2026 Geely EX5

• Lots of space inside
• Build quality seems good
• The infotainment/interface infuriates

The basic layout of the Geely EX5's interior follows a pattern that is now almost 100 per cent predictable in Chinese vehicles, but despite this conformity to the norm it's one of the more appealing efforts in terms of material finish.

That's especially if finished in the optional, lighter upholstery, 'Cloud'. Black - or 'Midnight' according to Geely - is standard.

There are some notable issues regarding the main interface and the ergonomics of various controls, but there's no quibbling with the space the EX5 possesses for the cash.

Getting comfortable in the driver's seat

All versions of the Geely EX5 have a six-way electrically adjustable driver's seat (and a four-way item for the front-seat passenger), but the reach-and-rake steering column must be manually manoeuvred about.

Nevertheless, there's a wide range of movement for both items and excellent visibility out of the Geely's cabin in all directions, so drivers with a wide range of physiques should be catered for by the EX5.

Infotainment and technology

For the main interface of the Geely EX5, there's a 15.4-inch 'Flyme Auto' central touchscreen for the infotainment and then a 10.2-inch LCD driver's instrument cluster on all models.

For the Max (as tested here) and the Ultra, this is augmented by a 13.8-inch head-up display (HUD).

However, we're almost annoyed with ourselves for writing this on nearly every review of a Chinese vehicle we do, but while the Flyme Auto set-up is largely acceptable and visually arresting (if for no other reason than it's a giant display dominating the dash), there are some significant annoyances with operating various aspects of the EX5 that could be easily eradicated if only manufacturers from this part of the world weren't so stubbornly averse to proper in-car switchgear.

So, adjusting the mirrors is done with a correct set of buttons on the door - good - but opening the blind for the sunroof on Max and Ultra models requires delving into the touchscreen - bad.

Some of the advanced driver assistance systems (ADAS) fitted to the Geely, and there are a lot of them, are on the verge of being unbearable when in operation, so you need to switch them all off... and that requires more infernal tapping at the touchscreen.

Heated seats and the steering wheel should be operated by dash-mounted, physical buttons, and it ought to be against the law for them to be sequestered away in infotainment set-ups as they are on the Geely.

Oh, and the upright electric window switches are the wrong way around, so for the first few times you're trying to open or close the windows, we guarantee you'll click the switch in the opposite direction to the one you actually need to complete the task in the EX5.

Moving on, at least the tech levels are suitably agreeable. A heat pump, climate control, adaptive cruise control, heated steering wheel, keyless entry and go, a six-speaker sound system, wireless smartphone charging and even a 360-degree camera set-up with rear parking sensors are standard kit on all cars.

Those wanting heated/cooled and massaging front seats, a panoramic roof, a powered tailgate, selectable multicolour cabin lighting, front parking sensors, the HUD and a powerful 16-speaker Flyme Sound audio array need to buy at least a Max-specification EX5.

Practicality around the cabin

At the front of the Geely EX5's cabin are a large under-dash storage zone with USB-A, USB-C and 12-volt sockets, good-sized door bins with moulded areas for drinks bottles, a capacious glovebox that doesn't need to be opened via the screen (thank goodness), two cupholders under a pop-up lid, a covered central cubby and the twin pads for wireless charging of smartphones on the upper-tunnel surface.

Rear-seat passenger space

Geely says there are 33 in-cabin storage solutions for the EX5 and one of the best of them is found in the back of the car, where there's a large, pull-out drawer beneath the rear seats - a feature it shares with the smaller EX2.

Passengers in the second row are also provided with items such as elasticated map pockets on the reverse face of the front seats, more decent door bins, a couple of air vents, two more USB ports (USB-A and USB-C) and a moulded-plastic stowage slot all located on the upright back of the centre console, while a fold-down armrest incorporates cupholders.

In terms of pure space, the EX5's big body and long wheelbase go towards serving up an ample amount of legroom for rear-bench passengers, while the flat floor and a central seat squab which looks more accommodating than most suggests three people across the back of the Geely wouldn't be out of the question.

Do watch, though, on the Max and Ultra models with the panoramic sunroof for a minor loss of headroom in the back of the SUV, due to the integrated housing for the electrical roll-up blind.

Fitting child seats to the Geely EX5

There are three ISOFIX positions in the Geely EX5, two in the back and one on the front-passenger chair, and the car's spacious interior and large door openings mean loading bulky child seats ought to be a simple process for parents.

In its Euro NCAP safety test, the EX5 scored a respectable 87 per cent for child occupant protection.

Boot space in the Geely EX5

The Geely EX5's all-seats-in-use boot capacity of 461 litres is competitive by C-segment parameters, although it's not exactly immense - and if you move up to the D-segment or consider the 4.6-metre-long body, you might actually think it's not quite enough.

Nevertheless, once you drop down the 60:40 split-folding rear seats, a simply massive 1,877 litres of room become available. Sadly, there is no provision of a front boot - or frunk - in the EX5; there are too many ancillary systems beneath its bonnet for such a thing to be possible.

Safety in the Geely EX5

After Euro NCAP testing, the Geely EX5 picked up a five-star rating and strong sub-discipline scores of 86, 87, 83 and 83 per cent for protection of adult occupant, child occupant, vulnerable road users and safety assist, respectively.

That already intimates that it is an inherently safe car. The standard ADAS roster - on every model in the range - includes automatic emergency brake, collision mitigation support (front and rear), rear cross-traffic alert and brake, lane-keeping assistance, traffic sign information, door open warning, lane changing assistant, blind-spot detection, emergency lane-keeping assistant, evasive manoeuvre assistant, front cross-traffic alert and auto lane-change assist, among more.

Performance of the 2026 Geely EX5

• One electric motor option
• All versions weigh less than two tonnes
• Ride comfort and refinement are promising

All four variants of the Geely EX5 are fitted with a single 160kW electric motor on the front axle (so they're front-wheel drive, obviously), which is rated at 218hp and 320Nm. This is, as on most other EVs, mated to a single-speed reduction-gear automatic transmission.

Because all four EX5s have the same outputs but different weights (SE and Pro 1,715kg, Max 1,765kg, Ultra 1,815kg), there are differing 0-100km/h times.

It's the SE and Pro which are the quickest, at 6.9 seconds, with the Max not far behind at 7.1 seconds, and then the Ultra bringing up the rear with a 7.6-second time. Not that such things will matter to most buyers of these cars.

Driving the Geely EX5 Max on UK roads

Words by Matt Robinson on September 17, 2026

Viewed in the round, as affordable Chinese vehicles go - be they petrol, hybrid, PHEV or electric - then the Geely EX5 Max is probably one of the finer dynamic confections to emerge from the country so far.

It clearly demonstrates that parent company Geely's links with the likes of Polestar, Volvo, Smart and - perhaps most crucially of all - Lotus are paying dividends.

This is not to say that the EX5 delivers a sensational drive, indeed far from it. But it does ride with the sort of genial good grace that eludes many of its compatriots, while its rolling refinement is also suitably impressive.

In all driving scenarios and at most realistic road speeds, the Geely remains comfortable, and it remains quiet. That's half the dynamic battle won, right there.

The steering is admirable too, although not exactly replete with feel. You're not going to get much joy from flinging the EX5 down a twisting road, ultimately, but it is capable and composed enough that it will motor along such routes in an agreeable, flowing fashion should the need ever arise.

And when it comes to speed, whether building it up or sloughing it off again, we have no major complaints with the Geely EX5, other than to note the brake pedal is a little over-assisted in action - the stoppers can come across as a bit grabby the first few times you use them, if you're unfamiliar with how the pedal will react.

But the actual bite and judgement of the regenerative properties of the brakes are both fine, as is the fairly sharp response of the accelerator pedal.

Also, although it's no road rocket, the EX5 Max shows that 218hp and 320Nm are perfectly commendable outputs in an EV which weighs the correct side of 1.8 tonnes at the kerb.

The Chinese SUV is quick enough and responsive enough to give buyers seeking those particular electric-related qualities reassurance that they've picked the correct vehicle, while simultaneously not being so overpowered and brutal as to make all your passengers feel sick the minute you deploy full acceleration.

As power, torque and speed go, the EX5 is in the 'Goldilocks Zone' for run-of-the-mill transport in this class.

Range, battery, charging and running costs of the 2026 Geely EX5

• Two battery packs offered
• All models can exceed 400km to a charge
• 160kW DC charging is competitive

Two different battery sizes are available in the EX5, though both come with quoted range in excess of 500 kilometres. Charging speeds are acceptable and the range is OK, but no version goes extraordinarily far in a single hit.

Battery options and official range

The battery specification for the Geely EX5, used by the SE, Pro and Max models, is a 60.22kWh (usable) lithium-iron-phosphate (LFP) unit. This delivers an official range of up to 430km in the SE, 415km in the Pro and 410km for the Max (as it is 50kg heavier than the others due to its additional kit).

The EX5 Ultra is fitted with a 68.39kWh (usable) LFP battery, which increases its official range to 451km.

Real-world range and efficiency of the Geely EX5

Geely quotes official energy consumption figures for the EX5 of 15.8kWh/100km (SE), 16.4kWh/100km (Pro) and 16.6kWh/100km (Max), and then 16.9kWh/100km for the longer-range Ultra.

Brilliantly, across the course of a 200km-plus time in our care, the EX5 Max managed to achieve an indicated 16.8kWh/100km return, which is almost bang on the official number.

That means an easy 360km ought to be possible all year round without too much effort, and getting nearer the 410km figure should be doable with a few careful-driving tweaks.

Charging up the Geely EX5

All versions of the Geely EX5, no matter their battery size, have a peak three-phase AC charging rate of 11kW and a DC figure of 160kW.

You're looking at between six and nine hours for a 10-100 per cent charge on an AC connection, depending on speed and which battery you have, while on a DC connection, Geely states a 30-80 per cent charge requires 20 minutes on the 60.2kWh battery and then something like 26 minutes for the same thing with the Ultra.

Bear in mind, though, that other manufacturers usually state 10-80 per cent times, which might be nearer half-an-hour in the Geely.

Servicing the Geely EX5

Geely recommends a maintenance pattern standing at every 24 months or 32,000km, whichever comes first for the EX5.

Geely EX5 warranty

Geely offers a comprehensive eight-year, 200,000km warranty on all its cars over in the UK, so we'd hope that would transfer over here to Ireland, as and when the manufacturer arrives on our shores.

Irish pricing & rivals to the 2026 Geely EX5

• Prices to be announced
• Should be aggressively positioned
• Plenty of standard kit for the cash

We can only go by UK specs here until Irish grades are confirmed, but over there the Geely EX5 is available in SE, Pro, Max and Ultra trims.

There are just two key differences between the EX5 SE and the EX5 Pro: the latter gains the 19-inch aero-optimised alloys with Goodyear tyres, plus it can be optioned (at extra cost) with the lighter Cloud cabin; the SE comes on 18-inch alloys with Giti tyres and the darker Midnight interior upholstery only.

Assuming it's not a massive price jump to go from SE to Pro, we'd seriously advocate opting for the Pro simply on the strength of the tyre change. The last time we drove a car shod with regular Gitis, it was the truly appalling Skywell BE11 - sure, the Yangwang U9 Xtreme, which is at the time of writing the fastest production car in the world with a top speed of nearly 500km/h, also wore Gitis for its record-breaking run (but clearly of a much higher standard than the risible BE11), yet from our one bitter, brief experience, we'd be inclined to plump for Goodyears over the flawed Singaporean rubber.

Thus, both the SE and the Pro come with a generous specification of equipment, including LED exterior lighting, rear privacy glass, heated and power-folding exterior mirrors, a heated steering wheel, an auto-dimming rear-view mirror, six-way driver/four-way passenger electrically adjustable front seats, a heat pump, climate control, adaptive cruise control, keyless entry and go, the 15.4-inch Flyme Auto infotainment, a 10.2-inch LCD instrument cluster, Apple CarPlay and Android Auto, a six-speaker audio system, wireless smartphone charging, rear parking sensors, a 360-degree camera array and 3.3kW vehicle-to-load and 6kW vehicle-to-vehicle capabilities.

Similarly, when you step up to Max and then Ultra, again there are hardly any equipment differences - really, the Ultra costs more because it gains the larger battery pack.

But these two, over and above the SE and Pro, add a panoramic sunroof with a powered sunshade, an electrically operated tailgate, 256-colour ambient interior lighting, front seats which are heated, ventilated, massaging and fitted with a memory function, the 13.8-inch HUD, the addition of front parking sensors, and a 16-speaker Flyme Audio sound system with a 1,000-watt amp and speakers integrated into the front head restraints.

However, as the Ultra is the only model rated to tow anything, it alone is fitted with trailer stability assist, on top of the extensive ADAS every variant of EX5 comes with as standard.

In the UK, the Geely EX5 is one of those cars which straddles segments. It's priced at a more affordable level with the C-segment likes of the Skoda Elroq, the Peugeot E-2008, the Renault Scenic, the Kia EV3, the Hyundai Kona Electric, the BYD Atto 3 and the MGS5 EV, among others. However, it's big enough physically that you could compare it to larger D-segment EVs as a strong-value alternative, such as the Skoda Enyaq, Volkswagen ID.4, MGS6 EV, Kia EV5 and Toyota bZ.

Verdict - should you buy the 2026 Geely EX5?

You certainly shouldn't avoid the Geely EX5 when it arrives in Ireland, because as far as Chinese electric SUVs go, it is one of the more tempting options to drive. Its ride control and general refinement speak volumes about Geely's close associations with some highly respected European manufacturers, so if you've got any sort of dynamic discernment whatsoever, it ought to be on your list if you fancy something a little different to the mainstream norm.

Of course, Irish pricing and specs will be key, and even if it's remarkably cheap the EX5 is not beyond reproach - while it's good to drive, it's not amazing, and furthermore it doesn't have outstanding one-charge range either.

Plus, the less said about some aspects of the interface and ADAS inside, the better. But overall, there's plenty to like about the EX5 - enough to put it on the radar against tough competition from well-established manufacturers.