Kia launches new family of slick commercial EVs

The People Mover will appeal to taxi companies. Kia has confirmed that it's in talks with Uber about a supply deal and indicated that the ride-hailing giant was influencing elements of the PV5's design and configuration.

There are also plans for an autonomous Robotaxi version of the PB5, which has been previewed at CES as the PV5-R.

A production date of 2028 is mooted for this model, which will have level-four autonomous capabilities. As such, its introduction will be limited by legislation. 

The final version of the PV5 is a pick-up truck, although Kia admits this is more to show the configurability of the platform rather than a model with production intent.

The company does have plans for a combustion-engined pick-up in some global markets, but that's separate from this project. 

The one fixed element of the interior of all the PV5 models is the "driver zone" cabin, with the rest customisable through the use of various interchangeable modules.

For example, the area traditionally used for a passenger seat can serve as a secure area for holding luggage, while a variety of seat types can be placed in a number of layouts.

The launch of the PV5 is what Kia calls phase one of a three-phase project concerning PBVs. The second phase will include the launch of the production PV7, which has been previewed as a CES concept also. 

The PV7 will be offered in lengths ranging from five to 5.7 metres and will go into production in 2027. This will also be natively front-wheel-drive but will offer four-wheel drive as an option and be equipped with the 800V electrical architecture for faster charging. 

Phase two will also include the roll-out of new software for the PBVs that will use artifical intelligence to ensure that they're always up to date.

Phase three is more conceptual and not planned until at least 2032, but it envisions a whole network of different-sized PBVs able to interact with one another across multiple uses and business needs.

The other two PBVs previewed, the PV1 and PV3, aren't yet planned for production.

Kia admits the PV3 is too similar to the PV5 for now but will invite businesses to suggest use cases for it, which may yet result in it being made.

The PV1 is a small, autonomous-only model that's intended for carrying small loads in tight urban areas.

As indicated by the model names, Kia is also open to further PBV models to sit between the initial concepts in the future.

All the models have what's called a "dynamic hybrid" modular body on top of their skateboard EV platform. This combines tubular steel and engineered polymers to reduce the amount of parts needed by 55%, Kia claims, with no reduction in rigidity.

Lots of recycled materials are used in the construction of the PBVs, too. 

Kia is also developing a range of fleet-management options, including over-the-air software updates, to help firms running a large number of PBVs.

It's also developing a PBV Ecosystem, based around an integrated rail system on the ceiling, floor and side of the machines, that will allow items such as frames, cabinets and seats to be switched between different PBVs.

Beyond the vehicles, Kia is further planning to integrate robotics and autonomous driving technology into the PBV ecosystem, so that the vehicles are ready for use in future ‘smart city’ environments. This would be in phase three. 

Kia's van could be the cleverest around - but is there a market?

George Barrow

It’s hard not to look at the PV5 line-up with a healthy dose of scepticism but the requirements of the commercial vehicle industry are very different to the passenger car world. Advanced telematics, AI features, and even sustainable materials in the cabin simply aren’t on the agenda for your average Joe whose van is just another tool of their trade.

In its current guise, the PV5 van is likely to sit roughly in the size and payload region of the Ford Transit Custom, the most successful van of the past decade. I have my doubts that an electric-only LCV will be able to gain traction in such a competitive market. The size seems irregular in a market where double-pallet loadspaces are important and many fleets struggle to effectively implement basic telematics in an effective way, let alone make use of future plans for autonomous vehicles and peer-to-peer payloads.

The Volkswagen ID Buzz Cargo has already begun to change the way buyers look at EV-only vans, but a new name with no commercial vehicle pedigree, no dedicated commercial vehicle sales and back-up makes the PV5 concept seem more like LCV (or PBV) fiction, than fact.

Kia doesn’t just need to invent a model, but also a market for what is currently a highly advanced digital proposition in a fairly analogue world.