Tesla Model Y Rear-Wheel Drive vs Kia EV5 GT-Line 2026 comparison review

For this comparison, we are leaving all baggage at the door.

That’s because we’re assessing the latest version of the world’s most popular EV, the Tesla Model Y, against one of its most serious competitors, the Kia EV5.

Though both are made in China, one’s an American with a facelift (what’s new). The other is an all-new model from Korea, from one of the EV industry’s most acclaimed and accomplished players, and both are being tested here for what they are, not who or what they represent.

Read more about

Move over 2026 BYD Shark 6 ute, the Kia Tasman could be coming for your crown! Plug-in hybrid Tasman likely, but buyers might need to look elsewhere for an electric ute as it hints at future plans to rival the 2026 GWM Cannon Alpha PHEV, Ford Ranger PHEV How long does a Tesla battery really last? Save thousands with these new car deals: All the end of financial year deals from car brands in Australia

Buckle in, then, because this is going to be a bumpy ride (physically in one case as well as metaphorically).

To paraphrase an old Kia tag line, the result has the power to surprise, so let’s leap straight in!

Price and features – Do they represent good value for the price? What features do they come with?

The not-so-basic Kia EV5 Air 2WD kicks things off from a keen $56,770 (all prices are before on-road costs unless otherwise stated), which is about $2100 cheaper than the entry-level Tesla Model Y Rear-Wheel Drive (RWD) equivalent, which starts from $58,900.

But, as we have been running an EV5 GT-Line all-wheel drive (AWD) long-termer from $71,770, we naturally requested the Model Y Long Range AWD from $68,900, to even things up.

However, we ended up with the base Tesla instead, so just the one motor versus the Kia’s two, RWD versus AWD and a near-40 per cent smaller battery offering 466km of WLTP range. Even with a near-$13K advantage, how’s that even fair?

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

Here’s the rub, though. The Model Y RWD weighs 1921kg, whilst the EV5 GT-Line AWD tips the scales at 2229kg; those extra 300kg and drag from possessing two motors plus AWD results in only 4km of additional range; and, despite not relying on a pair of motors, the Tesla makes more power (though not as much torque), proving – yet again – that less is often more, in most – if not all – EVs.

Anyway, things continue to even out because – as tested here – our particular Model Y RWD has options that puts it within $4K of our EV5 GT-Line – including a $5100 Enhanced Auto Pilot options that adds, to quote Tesla, “driver-initiated assisted driving from highway on-ramp to off-ramp, lane changes and overtaking”. Basically, hands-free adaptive cruise-control driving in certain motorway conditions, among other functions.

We’re talking semi-self-driving tech, here, folks. Strange new worlds!

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

Back down to Earth, the standard features roll call on both is pretty extensive, with artificial leather, powered, heated and ventilated front seats; a heated steering wheel, reclining rear backrests, a powered tailgate, a front-centre airbag among a phalanx of them, and a long list of advanced driver-assist safety gear. More on those in the safety section later on.

These come on top of the expected LED headlights, climate control with rear-seat air vents, big central touchscreen, Bluetooth telephony, multi-view camera, ambient lighting and alloy wheels.

However, there are unique differences and anomalies, too.

2026 Tesla Model Y RWD (Image: Chris Thompson)

Only the Model Y offers a rear-seat touchscreen for multimedia, climate and even gaming controls, Dog and Camp modes for in-car pet/occupant ventilation when parked, powered folding and unfolding rear seats, its Sentry dashcam and perimeter-recording security system, available semi self-driving tech and rear cargo shelf. Most are famous Tesla features and all have merit.

Infamously, though, there is no Apple CarPlay in the American car, nor Android Auto, nor a bird’s-eye camera view (just surround images), nor a sun-block blind for the fixed glass roof, nor remote central locking without a fiddly phone app, nor a separate instrumentation cluster, nor a head-up display, nor vehicle-to-load (V2L) to power external devices and not even a physical gear lever – a touchscreen swipe is your lot.

These may be significant omissions that could be deal breakers for many potential consumers.

2026 Tesla Model Y RWD (Image: Chris Thompson)

Of course, the flagship EV5 has them all, along with heated/cooled storage, massaging front seats, an augmented-reality head-up display, remote-controlled parking and nearly double the Y’s warranty… though only the latter avoids seeming gimmicky, frankly.

Still, the benevolent Kia does come with more kit. But only the eccentric Tesla provides unusual and even charming surprise-and-delight items nobody else seems to.

Little wonder some owners are so fanatical about the American brand.

Design – Is there anything interesting about their designs?

For 2025, the Model Y brings more-streamlined styling, profound chassis upgrades and a stronger body, amongst other things. Inside, it gains higher-quality trim, additional sound-deadening, reshaped seats, updated multimedia and, very importantly for sustaining range, a heat pump to improve climate-control efficiency (something that the Kia inexplicably lacks).

Perhaps that’s because the EV5 is actually a joint-venture with China’s Jiangsu Yueda, which also manufactures it. In fact, this Kia is largely unrelated to the EV2, EV3, EV6 and EV9 SUVs that flank it. Not that you’d know that from the very-corporate EV SUV cookie-cutter styling (apart from the EV6).

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

Tesla says the MY25 Model Y is an all new design, but in reality, the so-called Juniper Project is a heavy facelift of a model that debuted in the 2019 and arrived locally in mid-2022.

No amount of massaging can hide the American EV’s age. Even though it adopts Cybertruck-style lighting element up front, the MY25 Y still possesses a curvy, dated silhouette… admittedly, one that is a defining identifying signature of the series.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

With the extremities pushed out a little more than before, the Tesla is 4792mm long, 1982mm wide and 1624mm tall, while sitting on an unchanged 2890mm wheelbase. The EV5’s corresponding dimensions are 4615mm, 1875mm, 1715mm and 2750mm, making the Korean branded EV smaller except for roof height – a corollary of its boxy design.

That said, obviously the Tesla reigns supreme for aerodynamic efficiency, but the Kia does AOK in that department, too.

But how does all that translate into interior packaging? You may be surprised!

Practicality – How practical is their space and tech inside?

Let’s start with the latest Model Y, with its interior that is the very definition of peaks and troughs.

Even before you get inside, things are different with a Tesla. The fact that, unless you’ve already downloaded a special app for a smartphone, you need to tap a credit-card-style key on the driver’s side pillar for entry. Sometimes multiple times if your aim is skewwhiff or it’s raining. Fiddly. A conventional remote is available at extra cost, apparently.

And the retractable door handles don’t always rise to meet you, and that, when in a rush, is a special kind of hell. The same applies to the Kia, too. Aargh!

At least the Tesla’s frameless doors are cool, which is a portent to what awaits, because stepping inside, the sloping roof and general ambience is sleek and sporty. And yet also unfeasibly spacious.

2026 Tesla Model Y RWD (Image: Chris Thompson)

If you’re familiar with the older Model Y, the MY25 facelift is miles better for presentation, fit and finish, with a sense of legacy-manufacturer professionalism missing from most earlier Teslas.

The comical minimalism remains, as does excellent forward vision (once you learn to peer around the vast A pillars) as well as a massive glass dome above; though that’s without a sunblock of any variety, which may be inexcusable for many.

Still, new and improved materials abound, including interesting textures and lovely fabrics for the redesigned door panels. Smart ambient lighting debuts. And we heard only one rattle (somewhere in the rear) instead of a symphony of them. It’s all a welcome step forward for the brand.

For both comfort and support, the front seats are superb, holding you in snugly as you explore that massive interior. Barring a tactile T-spoked steering wheel and the dash architecture beyond, there is nothing directly ahead of the driver. Except that tablet to the centre.

2026 Tesla Model Y RWD (Image: Chris Thompson)

Before we go there, the lower console adopts a vertical smartphone charger that also houses the key/card required to get started (though just a tap will suffice). It looks cheap.

Deep breath. The same size as before at 15.4 inches, this second-generation touchscreen system is slicker, faster and clearer, with more colour and crisper graphics.

Mimicking a smartphone display, the top right-hand-corner is for the sole digital speed readout and operational data including battery capacity, posted speed limits and gear, while a row of quick-access icons is permanently displayed for phone, multimedia, vehicle settings, GPS, apps and other items.

Easy to understand. Simple to operate. When the car is stationary. On the move, though…

2026 Tesla Model Y RWD (Image: Chris Thompson)

Take gear selection. The column stalk has been binned for a screen-based slider. It works OK most of the time. But north-for-forward/south-for-reverse seems unintuitive. Worse still, a greasy finger and hectic three-point U-turn left your panicked driver holding up traffic for tens of seconds as reverse just wouldn’t take. “Bloody Tesla driver!” was the least offensive shout heard from held-up traffic. On the other hand, the car can pre-selecting Drive or Reverse in anticipation of direction… sounds like a terrible idea. Thankfully the one time it messed up during our week with it (still not good odds), the rear AEB abruptly prevented a very expensive prang.

With everything and everywhere electronic, that no Apple CarPlay/Android Auto is included seems almost wilfully mean. Honestly, though, the Google-based alternative provided, along with other app options, offer sufficient workarounds.

Last decade, with the seminal Model S full-sized sedan, Tesla paved the way for software-based instrumentation, since aped by other EV makers, and slavishly so by some Chinese brands like Leapmotor. We’re talking about no buttons or switches. Good for keeping development costs down, bad for distraction, glitches, confusion and stress.

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

And this is despite the fact that the MY25 Model Y’s is one of the better examples out there. Diving into menus and sub-menus is required to get to most vehicle functions. Great when everything works as it should, frustrating when things do not. These also include changing the exterior mirror positions, or steering-wheel rake and angle. At least there’s a conventional indicator stalk, unlike in the closely-related Model 3 sedan.

Beyond the display screen is just more space. And tonnes of storage, including in the doors.

And there are plenty of things to like about the back row, too, beginning with the pleasant seating. Yes, they do feel a bit firm, but they also hold you in well. And, as mentioned earlier, the outboard positions are heated, the backrests recline electrically, and they fall and raise via a push of a button as required.

Plus, all the usual amenities are present, including an effective cupholder/armrest combo, USB ports, ventilation and that 8.0-inch touchscreen.

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

2026 Tesla Model Y RWD (Image: Chris Thompson)

The latter brings climate control, multimedia access and even games to the people out back, which is both novel and fun. There are also streaming apps like Netflix and YouTube, to further keep travellers entertained. And it all makes the backseat experience feel more special in the Tesla.

The Kia’s approach is different.

Step inside, settle in, push a button, select drive and off you go. No faffing about. Along with generous levels of space front and back, familiarity is one of the EV5's biggest strengths, especially amongst more-conservative buyers.

Even if their only reference point is a millennial-era Toyota Corolla, the driver should instinctively know the layout and controls, with comparatively conventional instrumentation at the straight ahead and an intuitive gear lever on its own column stalk to the right of a handsome steering wheel.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

This Kia may as well be petrol powered.

After a stint in the Tesla, you crave to be able to just feel your way around while driving without eyes leaving the road, aided by a head-up display as well as the digitised dials.

And let’s not get started on Apple CarPlay and Android Auto that wirelessly, effortlessly pair up with your smartphone. Bliss.

Virtually all boxes are ticked. The driving position is excellent, with plenty of adjustability and good all-round vision. Ventilation is both simple and effective. Storage is ample if not Tesla levels of overabundant. Access to USB ports is unimpeded. And a pair of paddle-shifters provide varying degrees of off-throttle braking. Super sensible stuff.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

While perhaps a bit daunting at first, the three-quarter-metre long rectangular display screen has a logic to it, too.

To the left of the instrumentation is a permanent climate-control display within easy reach, while a 12.3-inch multi-media touchscreen is responsible for all facets of audio, phone, map, vehicle data, multi-view camera and vehicle/general settings access. A swipe across leads to more screens, with widgets that are customisable.

Just like most modern EVs nowadays.

However, if you prefer physical buttons, the Kia also supplies a classy set of toggle switches for the main climate functions on the ledge below – temperature, fan speed, mode etc., as well as a volume knob and fast keys for screen Home, Map, Media, Favourites and Set-up. A win-win for Generation Alphas and Boomers alike and all folk in-between. (Mostly) high-quality materials and a pleasing attention to detail tops off a thoughtfully presented cabin experience.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

It’s true that the Kia does look a little generic-EV inside, but the big exception is the front passenger seat that extends as if it were an old-school bench seat (which may explain the column shifter), but lacks a seat belt so can’t be a third seating position, sadly.

Faults? Even in this flagship GT-Line, the front seats look better than they are, leaving some bottoms numb over longest distances. Not a patch on the Tesla’s. The artificial leather seems clammy and cheap; why not a textured cloth? And there’s noticeable road/tyre noise intrusion inside the cabin. Is the lack of a parcel shelf the reason why?

Out back, kids and adults alike will find lots to like in the EV5, beginning with easy entry/egress, heaps of room for legs and heads, deep windows vistas, the GT-Line’s panoramic sunroof that opens and floods the interior with light but then can be blocked out also when the sun is too bright, USB ports galore, an armrest with cup holders, airliner-style drop tray and a very long and very hidden heated/chilled drawer that also serves as a good place to store valuables.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

Face-level air vents, ample lighting, overhead grab handles… the Kia’s got you covered.

But, further back, the Tesla is queen.

Well, boot space-wise at least, the Model Y feels like an SUV from a whole class above inside. Massive amounts of capacity in all directions. Cavernous sums it up. There’s a deep floor and even deeper hidden storage.

It is so massive, in fact, that elsewhere in the world, there is a seven-seater version where people sit facing backwards like they used to in old Volvo and Holden Commodore station wagons. But that arrangement no longer flies in Australia.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

Anyway, the Tesla eclipses the EV5 in other areas as well. For instance, a button lowers and then raises the backrests automatically. That is a handy advantage.

So is all of its hidden storage, that can probably take an esky if necessary, it’s that large. And, of course, it’s far quieter inside. Probably due to actually possessing a parcel shelf.

However, the EV5 boot is blocky enough for something like a washing machine to be slid inside, and that’s not the case in the Model Y due to its sloping roof and subsequently small-ish tailgate aperture.

Plus, the Kia boasts a regular 12-volt socket for powering appliances (V2L); some wet storage capability; and a novel cantilevered floor action for access to hidden storage, including for charging cables and the tyre-repair kit.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

But that leads to a big fail in both SUVs – no spare wheel. Not good enough in Australia, where a tyre gash can turn a holiday into an ordeal.

When all is said and done, both offer plenty of space and practicality inside. It’s down to which you value more: boot space (Tesla), or easier driving controls (Kia).

Meanwhile, up front, both also have an additional boot area, though – at 117 litres versus just 67 litres in capacity, the Model Y makes a meal of it.

Under the bonnet – What are the key stats for their motors?

The Model Y RWD’s electric motor is by the rear axle.

Now, Tesla is notoriously secretive about revealing powertrain details but, according to Australian government documents, it delivers a healthy 255kW of power and 420Nm of torque.

This is enough for the Model Y RWD to streak to 100km/h in an official 5.9 seconds, on the way to a top speed of 201km/h. In reality, the Tesla’s acceleration feels quicker than that.

Along with a 400-volt architecture, the Model Y features a multi-link independent rear suspension system to help keep all that performance and pace in check.

2026 Tesla Model Y RWD and Kia EV5 GT-Line AWD

The same also applies to the EV5 GT-Line. Having twin motors means there’s also one back there, as well as another up front by the MacPherson-style strut (as opposed to the Tesla’s double-wishbone) front axle set-up.

That said, except for providing the assurance of AWD in certain conditions, the Kia seems to squander its twin-motor advantage.

With 160kW and 310Nm of power and torque respectively, the front motor does the main driving, backed up by a smaller, 70kW/170Nm rear-mounted motor for extra traction. The combined outputs are 230kW and 480Nm.

Yet that 300kg weight penalty shows up in the EV5 AWD’s markedly inferior power-to-weight ratio (103kW per tonne versus the Tesla’s 133kW/tonne), resulting in it being nearly half-a-second slower to 100km/h at 6.3s, as well as 16km/h slower overall.

Efficiency – What are their driving ranges? What are their charging times?

The Kia seems to drop the ball here as well.

Not only does its circa-40 per-cent larger battery provide only an extra 4km of WLTP range (at 470km versus 466km, which is an advantage of just one per cent) over the Model Y RWD, but it chews through the electricity faster to boot.

The official WLTP combined energy consumption average is 21.0kWh/100km, which is in the ballpark for most similarly sized AWD EV SUVs. But, compared to the lithe Tesla’s 13.9kWh rating, that’s nearly 50 per cent greater.

On test, during a week of mild, sunny weather, our trip computer screens indicated that the EV5 averaged 20.7kWh/100km over the same roads and driving style, while the Model Y impressed us with 14.9kWh/100km.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

And what about the prickly question of recharging these EVs?

To refresh, the Tesla uses a 62.5 kWh lithium-iron phosphate (LFP) battery while the Kia has an 88.1kWh LFP battery.

Plugging the Tesla at home for AC current using a normal socket requires over 30 hours, compared to around 40 hours for the Kia, due to the latter’s much-larger battery, though about 10 hours is about right for both with an optional – and very worthwhile – 7kW Wallbox. Both have their AC charging capped at 11kW.

For your DC charging needs, a common 50kW fast-charging outlet for a 10-80 per cent top-up needs about 60 minutes in the Model Y and around 70 minutes in the EV5. The former’s DC cap is 175kW versus 140kW for the latter.

The Tesla’s impressive Supercharger network is second-to-none, and the Kia can use these at select locations.

Driving – What are they like to drive?

If you’re keen for the better driving experience, then there is only one winner here. The Model Y is miles ahead of the EV5.

Let’s start with performance. Despite having just one motor and RWD, the base version offers exceptional performance, even in the more-relaxed, if cringe-inducing, Chill mode.

Designed to feel smoother and less jerky, it steps off the line smartly and accelerates strongly enough for you – and more importantly, your passengers – not to really miss the extra performance.

That said, once you choose Standard Mode, the Tesla is properly quick, delivering the sort of instantaneous muscular responses EVs are renowned for, with a 5.9-second sprint-time to 100km/h. The rear wheels will break traction, though, even with all the traction controls on.

2026 Tesla Model Y RWD (Image: Chris Thompson)

Despite having a twin-motor AWD, the slightly less-powerful (but torquier) EV5 is almost half a second slower over the same marker (6.3s), though it too offers variable driving modes (Normal and Sport) to help keep the cabin calm. Likewise, in the latter setting, the Korean EV SUV is satisfyingly punchy, making it a fast point-to-point performer.

Where the Kia is ahead on the powertrain front is in its variable regenerative braking choices, accessible via the handily placed paddle-shifters for instant changes according to the driver’s desires. In its maximum mode, full single-pedal stopping is possible, and it works nicely. The Y, meanwhile, allows for the self-explaining Reduced regen-braking setting.

However, pretty much everywhere else, the Tesla delivers the one-two punch of better agility and a suppler ride.

2026 Tesla Model Y RWD (Image: Chris Thompson)

Not everybody will like the helm’s low-speed heaviness (even in the lightest of the three weight modes on offer), but the Y’s steering is surprisingly sharp yet fluid, connecting the driver with the road in a way that the Kia simply can’t. Combined with the brand’s signature skateboard-like hunkered-down feel, the result is pointy yet poised handling for the American SUV, that quite belies its goofy proportions.

In contrast, the EV5 corners exactly like the way it looks like it should, with a light yet detached sensation that is quite the disappointment after the sporty EV3, athletic EV6 and dynamic EV9. You can sense the grip below, so safe and secure handling and roadholding across all weather conditions are a given here, and for most buyers, that will be enough, but there is nothing fun about the Kia.

That would all be AOK, except that, once you’ve strayed away from smooth roads, the GT-Line’s suspension feels less tied-down than it should, resulting in quite queasy body motion at speed over certain types of bumps. Bobbing up and down all too regularly, it never feels settled.

2025 Tesla Model Y

Pushed harder through faster corners, and the GT-Line starts to feel heavy as well as a tad reluctant to have fun, accompanied by what sounds like some clanging going on underneath there. This is in stark contrast to the smooth, tight and taut Tesla. Australian suspension tuning has been conducted by Kia, but in our experience, further finesse is required.

Note that some months earlier, several hundred kilometres in a base EV5 Air Single-Motor 2WD on smaller wheels felt less pitchy, less wallowy and less noisy. You could probably blame the absent parcel shelf for the constant road-noise droning coming through inside.

Now, if you’re a driver of the pre-facelift Y, you might wonder how the facelift fares. Well, in two words, brilliantly better. Gone is the hardness of old, for a far-suppler set-up that, while possessing a degree of firmness, ably walks the fine line between comfort and control.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

The newcomer easily deals with bumps and bad roads in a way that its predecessor (and opponent here) cannot, imbuing a sense of premium isolation that caught us off-guard. And this is riding on Hankook Ventus S1evo3 255/45R19 tyres, against the higher-grade Kia’s Kuhmo Solus 255/45R20 rubber.

Yep, the American EV is a more balanced and better-behaved driving machine.

Still, work needs to be done. On the move, the Tesla’s most annoying fault is that the advanced driver-assist systems (ADAS) need extra tuning to deal with Australian traffic conditions.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

Among other objections, the adaptive cruise control regularly switched off just before passing vehicles parked alongside it, while the lane-keep tech twice insisted on taking the freeway off-ramp when the navigation was set to follow a route straight ahead. The force from the tugging wheel might overwhelm some.

Our example included the $5100 optional Enhanced Auto Pilot in its beta rollout phase, and that too would sporadically cease to function whilst on the move.  

Still, the Y’s dynamic sophistication is, by far, its strongest suit.

Safety – What safety equipment is fitted? What are their safety ratings?

Another area where the two are broadly similar is in safety, though the previous Model Y – which like all Teslas and the EV5 has scored five stars – has yet to be tested by either ANCAP or Euro NCAP.

Both have the pre-requisite levels of ADAS, including Autonomous Emergency Braking (AEB) with pedestrian, cyclist and back-over detection, forward-collision warning, blind-spot alert, lane-keep alert and assist systems, rear-cross-traffic alert, adaptive cruise control with full stop-go function, a driver fatigue monitor, auto high beams, traffic sign recognition, front/rear parking sensors, anti-lock braking system with brake assist, Electronic Brake-force Distribution, hill-start assist, stability control and traction control.

2026 Kia EV5 GT-Line AWD (Image: Justin Hilliard)

2026 Tesla Model Y RWD (Image: Chris Thompson)

The EV5’s AEB works between 5km/h and 85km/h and its lane-keep assist tech from 45km/h and 200km/h. No data is yet available for the MY25 Model Y, but the old model’s AEB functioned from 4km/h and 150km/h and the lane-keep assist between 40km/h and 145km/h, so take that as minimum operating parameters for the latest version.

Both also come with seven airbags – dual-front, front-side, front-centre, rear-side and full-length curtain airbags, as well as two ISOFIX latches in the rear seats and a trio of child-seat tether anchor points.

But only the Tesla offers the option of semi self-driving tech, though this is only operational in certain conditions.

Ownership – What warranty is offered? What are their service intervals? What are their running costs?

The EV5 clobbers the Model Y when it comes to ownership, with a seven-year/unlimited kilometre warranty and eight years of roadside assistance if servicing is carried out by an authorised Kia dealer.

Service intervals are every 12 months or 15,000km, though it appears no Kia EV can be had with a capped-price service offer.

The Tesla, meanwhile, offers a measly four-year/80,000km warranty and only half the amount of roadside-assistance time, which is poor form in Australia.

Plus, the Model Y’s service intervals are condition based, meaning the car informs the owner when one is due. And there is no fixed pricing either. However, Tesla does recommend certain items like filter, brakes and tyres be checked regularly (around every two years, but depending on use).

Note that Tesla dealers aren’t exactly in every suburb, either, with about a dozen outlets compared to over 160 for Kia.

Pricing & Specs Insurance Quote

Verdict