Geely is set to be the latest in a slew of new Chinese brands to join our market, though in a couple of ways, it’s not entirely new. Firstly, it has been here before, in a short-lived attempt best forgotten. Secondly, plenty of Geely-group vehicles are already on our roads in the form of Polestar, Lotus, and (in some ways) Volvo, all of which come under Geely’s ownership.
But, as NZ Brand Manager, Jordan Haines, is keen to point out, Geely is not an electric vehicle brand. Sure, it is launching with an electric model, the EX5, but that will be followed by plug-in hybrids, hybrids and even a pure ICE vehicle. Them’s fighting words in 2024.
The Giltrap Group is distributing the brand here and will be starting with a small footprint. The plan is for a dealership in Auckland and a test-drive and delivery centre in Christchurch. Other cities will follow.
Which vehicle comes next is unclear though. It has been hinted that it will be a plug-in hybrid, our pick is the Galaxy sedan. It has also been confirmed that the Mounjaro plug-in seven-seat SUV will find its way Down Under, but not until next year.
Geely is rolling out a small-to-medium-sized SUV to kick things off. It’s a smart move, given that segment’s popularity, though electric SUVs are hard to shift currently.
There are two specification levels: Complete and Inspire. Among other things, the Inspire gets bigger wheels, a glass roof, an electric tailgate and electric seats. The drivetrain, safety, and assist packages remain the same.
The EX5 is built on Geely’s Global Intelligent Electric Architecture (GEA) platform. It’s front-wheel drive and capable of being fitted with a range of powertrains. Geely is particularly proud of the drivetrain in this model, calling it “11-in-one” technology: the electric motor and its usual components fit into one compact and efficient package that is lighter and cheaper to produce.
It makes 160kW with 320Nm, offering a reasonable combination of power and efficiency. The 60.22kWh lithium iron phosphate (LFP) battery provides a claimed WLTP range of 430km for the Complete model and 410km for the Inspire. These figures are competitive in the segment but don’t exactly break new ground.
On the road, the EX5 is a competent performer. It hits 0–100km/h in 6.9 seconds for the Complete model, which is quick enough for city driving and highway merges. The Inspire, at 7.1 seconds, is still fairly nippy. Both offer enough power for everyday driving without feeling sluggish.
The EX5’s energy efficiency is another plus. On mixed driving routes, we observed a consumption rate of around 14.5kWh/100km; quite reasonable for an electric SUV. For those with less time to wait for a charge, the EX5 offers 100kW fast charging (similar to the BYD and Leap), enabling a 10–80 per cent charge in about 28 minutes. AC charging is strong at 11kW on a suitable three-phase charger.
There is vehicle-to-load functionality, beating some competitors at 3.3kW of available power, paired nicely with a camping mode. It also features vehicle-to-vehicle charging at up to 6kW. You’ll need a cable for both, and they will be cost-extra accessories.
The EX5 arrives with an Australasian-specific suspension tune. Australian journalists drove the car in China and felt it was too soft, and Geely proved willing to meet the market and make changes.
Geely’s engineers adjusted it to improve comfort without sacrificing too much control. The MacPherson strut front suspension and multi-link rear suspension do a good job of absorbing bumps, though we feel a little more refinement is needed in how the suspension responds to undulations.
Steering is a little light, but in Sport mode it firms up for a more engaging drive. There is one area of change we don’t want Geely to make: the low-speed noise, which sounds like an ice cream van tune. It’s been suggested they may change it. Please don’t! It’s different, and we like it.
Inside, the EX5 is all about understated design, high build quality, and comfort. The dash is modern but calming, and there are physical buttons to complement the 15-inch infotainment screen (plus a second, smaller screen for the driver). The materials all feel premium. The front seats are large—almost overstuffed in feel—and in the Inspire they come with heating, ventilation, and massage functions. The passenger seat even gets a full leg rest.
The rear seat comfortably accommodates tall adults, and headroom is exceptional. The boot is a generous 500 litres, featuring an under-floor tub second only to the Tesla Model Y in capacity.
The infotainment screen runs the Flyme Auto software platform, which controls most of the car’s features, including driver assistance systems. It’s a solid setup that feels like a typical tablet, with voice control via a “Hey Geely” assistant.
The driver assistance suite is standard on both models and is extensive. If there’s a feature you can name, it’s probably there, all the way through to a semi-self-driving system using multiple cameras to keep the car in its lane (best on motorways). It can even change lanes for you when you indicate, and it works surprisingly well. Geely anticipates the EX5 will achieve a five-star safety rating.
As to how much, we don’t know yet, and likely won’t until next month when the first cars begin to arrive. Nor do we have servicing or warranty details.
Haines has dropped some hints, indicating the price needs to be competitive with the aforementioned Chinese rivals. Expect the Complete to come in under $60,000, with the heavily specified Inspire likely costing more. The real turning point, in a somewhat EV-sceptical market, could be when the brand’s broader range of drivetrains arrives.
