2025 Kia PV5 Passenger 71.2 kWh 71.2 kWh 161 hp Battery, Horsepower, Range

Kia PV5 Passenger 71.2 kWh: When the Standard Range Isn't Enough

412 km WLTP. 71.2 kWh NCM. 160 kW motor. The Long Range Passenger isn't just the Standard Range with more battery — it's a meaningfully different vehicle. The motor gets a 33% power boost, the pack voltage jumps from 290V to 402V, and the real-world operating radius changes from "enough for the city" to "enough for airport runs, intercity transfers, and a camping trip without range anxiety." I went through all official Kia documentation and forum data to pull together what actually separates this variant from its smaller sibling. Figures valid for cars built from 2025.

Quick note on what this page covers: the Passenger 71.2 kWh Long Range, FWD, in Essential and Plus grades. Interior dimensions, seating layout and V2L capability are shared with the 51.5 kWh — the differences are battery architecture, motor output, range, weight and kerb weight impact on payload. Don't mix specs with the Cargo LR, which shares the battery but not the body or use case.

1 Battery Pack — 402V Architecture, NCM Chemistry, and the Motor Upgrade That Actually Matters 71.2 kWh · NCM · 402V

Short answer: The PV5 Passenger 71.2 kWh runs a 402V nominal pack with NCM (Nickel Cobalt Manganese) chemistry — confirmed in Kia's official October 2025 press release. The motor produces 160 kW peak / 120 kW continuous, up from 120 kW / 89.4 kW in the Standard Range. Battery weighs 384 kg — 101 kg heavier than the SR pack.

The voltage architecture difference between SR and LR is the thing that gets skipped in most coverage. Both packs use the same 177.01 Ah cell capacity — but the LR strings more cells in series to reach 402V versus 290V. At the same 150 kW DC peak, higher voltage means lower current — and lower current means less heat generated during fast charging. For a fleet vehicle doing two or three rapid charging sessions a day, that thermal efficiency matters for long-term pack health in a way a single-session private car owner wouldn't notice.

★ The 0–100 km/h gap is 3.8 seconds — from 16.2 to 12.4. On paper that sounds small. In a tall van carrying 4–5 passengers at motorway entry ramps or when merging in traffic, the difference between 120 kW and 160 kW peak is tangibly felt. Forum threads on similar-platform large vans consistently flag acceleration as one of the comfort factors that separates "acceptable" from "confident" for drivers doing this daily.

Weight and Payload

The 384 kg battery adds 101 kg versus the SR pack, and this shows up directly in kerb weight. Based on the Cargo variant data (3-door SR kerb: 1,785 kg / 3-door LR kerb: 1,885 kg — exactly 100 kg difference), expect the same pattern on the Passenger. Kia hasn't published Passenger kerb weight separately in available UK documentation — this will be updated when confirmed. For airport taxi operators: the heavier LR kerb weight reduces your maximum payload headroom. If you're running close to GVW limits with luggage and passengers, factor this in.

2 DC Charging — 150 kW Peak, Real SoC Curve on a Bigger Pack 150 kW DC · 11 kW AC

Short answer: Maximum DC is 150 kW — same rated peak as the SR. Kia confirms 10–80% in under 30 minutes at compatible stations. The bigger pack means more kWh to fill: 10–80% adds roughly 50 kWh versus 36 kWh on the SR. The 30-minute window still holds because the 402V architecture handles the load more efficiently. AC onboard charger is 11 kW, taking 6 hours 30 minutes for 10–100% on a wallbox. On 7 kW single-phase, plan around 10 hours.

The AC charge time difference between SR and LR is meaningful for overnight depot charging: LR needs about 90 minutes more from a 7 kW charger. Most fleet operators running overnight will have enough window regardless, but for a driver using a home charger with a 3-phase wallbox, the 6h30m figure is the one to plan around. I went through charging time data in both the UK spec sheet and compared against the Japan press release figures — the 10–80% under 30 min claim is consistent across both sources.

AC Charging

Onboard AC charger: 11 kW (3-phase). On an 11 kW wallbox — 6 hours 30 minutes for 10–100%. On 7 kW single-phase — around 10 hours. For daily fleet use, overnight charging from depot fully covers the pack. The additional 90 minutes versus the SR is irrelevant if you're plugging in at end of shift — and it's the expected tradeoff for 20 kWh more capacity.

3 Real-World Range — WLTP 412 km, 7-Seat Load, What Fleet Operators Can Expect 412 km WLTP · 256 mi

Short answer: WLTP combined range is 412 km (256 mi) for the 5-seat configuration — confirmed in the Kia Corporation press release. Urban driving with 2–3 passengers will land around 310–340 km. Motorway at 110 km/h drops to 270–300 km. At 80% daily charge limit, expect 300–330 km of usable range under normal mixed conditions.

★ The WLTP vs WLTC discrepancy is worth flagging. The Japan Mobility Show 2025 press release for the Cargo 71.2 kWh quotes 528 km under WLTC. The European Passenger 71.2 kWh gets 412 km under WLTP. These are different test cycles for different markets — WLTC tends to produce higher figures than WLTP. They're not the same vehicle performing differently; it's a methodology gap. If you see 528 km quoted for the Passenger LR somewhere, that's almost certainly WLTC or a misattribution from Cargo data.

4 Interior & Flat Floor — 3,615 L, 399 mm Step, Full Dimensions 3,615 L · 412 km range

Short answer: Interior dimensions are identical to the 51.5 kWh Passenger — the battery difference is in the floor, not the cabin. 1,330 L with seats up, 3,615 L with second row folded flat (measured from behind row 1, height to headlining per Kia's official press release). Side step height 399 mm — Kia's stated lowest in class. 85° tailgate lift for loading cover.

The flat floor is the LR Passenger's strongest argument for the camping and lifestyle market. With 71.2 kWh available and V2L running at 3.68 kW, the combination of genuine long range plus off-grid power in a flat-floored van body is genuinely compelling. I've been tracking the "kia pv5 camper van" search trend and it's up over 110% — and the LR variant is what makes that use case work properly. The SR's 296 km might leave you anxious about driving to a remote site and back; the LR's 412 km removes that anxiety entirely.

7-Seat Configuration

The 7-seat variant adds a third row bench. In a 4.7-metre vehicle, third-row legroom is the constraint — adults on short urban transfers manage fine, but extended motorway trips in the third row are tight. The LR makes the 7-seat config more viable for actual longer journeys because you have the range to get where you're going without a mid-trip stop that loads 7 people in and out. That's the real-world argument for LR over SR in the family or shuttle operator use case.

📋 Also on EVspecsHub — Kia PV5 lineup:

PV5 Passenger 51.5 kWh

PV5 Cargo 51.5 kWh

5 V2L 3.68 kW, Camper Range Extension, Heat Pump and Feature Breakdown V2L 3.68 kW · Plus grade

The "kia pv5 camper van" and "kia camper van 2026" searches are both up over 110% — and unlike the SR, the LR Passenger makes the off-grid camping use case genuinely compelling rather than just feasible. Here's the complete picture.

V2L — The LR Camping Advantage

Short answer: V2L is Plus grade only, confirmed at 3.68 kW output with indoor and outdoor outlets. Same as the SR Passenger — but the LR's bigger battery changes the math significantly.

V2L camping math on the LR: 71.2 kWh battery × ~80% available for V2L = roughly 57 kWh. A light camping setup draws around 2–2.5 kWh per day (small fridge 1.5 kWh/day + lighting + device charging). That's over 22 days of off-grid power from a full battery without driving. In practice you're topping up the battery as you travel — so V2L on the LR is effectively unlimited for normal camping use. Compare that to the SR's ~41 kWh available, which still gives 16+ days — both are more than enough for any camping trip, but the LR removes any mental arithmetic entirely.

For mobile office use: running a monitor (40W), laptop (65W), desk lamp (20W), and charging a phone simultaneously draws around 150W — you could run that setup for 380 hours from a full LR battery. That's the whole point of the Passenger as a mobile workspace: it's not about running out of power, it's about not thinking about it at all.

Heat Pump

Same situation as the SR: heat pump is an optional extra on Plus grade only, not available on Essential. On the LR, the heat pump argument is even stronger. You're paying for 116 km of extra WLTP range — losing 20–25% of that to a resistive heater in winter instead of a heat pump is a significant chunk of what you paid for. Owners of similar E-GMP.S platform vehicles in cold climates who didn't spec the heat pump consistently report winter range closer to 55–60% of WLTP. Heat pump-equipped vehicles on the same platform typically hold 70–75% of WLTP in the same conditions. On a 412 km WLTP van, that gap is 60–80 km in real-world winter range.

Infotainment, OTA and Fleet Connectivity

12.9-inch touchscreen and 7.5-inch driver display are standard on both grades. Wireless CarPlay and Android Auto are standard — not Plus-only. The Android Automotive OS-based infotainment includes access to the Pleos App Market for third-party fleet management integration. This is specifically designed for airport taxi operators, mobility service providers and fleet managers who need dispatch apps, route optimisation and remote monitoring without a separate device on the dash. OTA updates for powertrain, suspension and ADAS arrive remotely — no workshop visit required for software improvements.

Grade Comparison — Essential vs. Plus

6 Wheels, Tyres, Towing and Service 215/65R16 · 750 kg tow · 7-yr warranty

Short answer: 215/65R16 on 16-inch alloys — same size as SR Passenger. Maximum braked trailer weight is 750 kg. Service interval is 24 months / 20,000 miles. PCD and centre bore are not officially published as of Q1 2026 — 5×114.3 is probable based on E-GMP.S platform pattern, but needs owner confirmation before aftermarket wheel purchases.

The 750 kg towing capacity is confirmed across the PV5 range. For the LR Passenger, towing a light trailer or bike carrier on a camping trip is feasible — but factor in that every kg of trailer adds to the energy consumption calculation. A 500 kg laden trailer at 100 km/h will reduce range by roughly 15–20% versus solo driving. With 412 km WLTP as your baseline, that still leaves comfortable range for most UK and European day-trip scenarios.

The 8-year / 70% minimum capacity battery warranty is worth flagging for fleet and leasing operators. At 70% of 71.2 kWh, you're guaranteed at least 49.8 kWh capacity for 8 years. For a vehicle doing 40,000 km per year, that's the realistic commercial operating horizon for most airport taxi or mobility service operators.

📋 Also on EVspecsHub — Kia PV5 lineup:

PV5 Passenger 51.5 kWh

PV5 Cargo 71.2 kWh