For serious fleet buyers, safety isn’t a “nice-to-have,” it’s an absolute must – and Kia’s new PV5 electric van meets that need with a positively stellar, five-star safety rating on the tough European NCAP safety test.

The new “do-it-all” Kia PV5 showed strong performance across a number of key safety categories, including Occupant Protection, Safety Assist/Crash Avoidance, and Post-Crash Safety. The PV5’s robust suite of standard ADAS technologies that includes AEB, Lane Support System, and Speed Assistance System also helped the new electric work van to deliver top marks in the NCAP’s “real world” test scenarios.

“The PV5 opens a new chapter in practical, electrified mobility, offering generous space and modular versatility for everyday use,” explains Sangdae Kim, Executive Vice President and Head of the (relatively) new PBV Business Division at Kia. “Achieving the top Euro NCAP five-star rating is clear validation of its safety performance and will serve as strong momentum as Kia expands its PBV lineup across Europe.”

The Euro NCAP tests highlighted the strong performance of a number of the PV5’s ADAS features, specifically calling out the following:

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• Demonstrated strong responsiveness in vehicle-to-vehicle scenarios
• Provides additional protection for pedestrians behind the vehicle
• Avoided collisions in most pedestrian and cyclist test cases

The Kia PV5 slots into familiar territory for US buyers, landing roughly in the same size class as the Ford Transit Connect or Ram ProMaster City, with ~180 cubic feet of interior cargo space available, which is plenty to make it attractive for last-mile delivery and trade work in tight urban markets.

Globally, the PV5 is offered with a number of battery options, including a smaller 43.3 kWh Lithium-Iron-Phosphate (LFP) pack, as well as larger Nickel-Cobalt-Manganese (NCM) packs at 51.5 kWh and 71.2 kWh. The longest-range versions are good for about 250 miles of estimated range – more than enough for Kia to make a case for it as a practical, city-focused alternative to much larger (and pricier) electric vans.

Larger vans, by the way, that may not have that 5 star Euro NCAP rating.

Kia PV5

SOURCE | IMAGES: Kia; photo by Scooter Doll.

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The Dahon K-Feather is one of those electric bikes that makes a lot more sense the longer you ride it. On paper, it looks rather low-power and low-capacity compared to the spec sheets for most e-bikes. In practice, especially when used exactly as intended, it turns out to be a remarkably well-executed urban commuter that still feels refreshingly different years after its release.

Launched earlier this year by Dahon, a brand best known for decades of folding bike experience, the K-Feather was never meant to compete with high-power folding e-bikes loaded with throttles, suspension, and giant batteries.

Instead, it aims for something far simpler: a super lightweight folding bike that just happens to have electric assist.

A lightweight e-bike, even by light e-bike standards

At around 26 lb (11.8 kg), the K-Feather is shockingly light for an electric bike, even by today’s standards. Pick it up and it barely registers as an e-bike at all. That’s largely thanks to its extremely minimalist design, highlighted by the cleverly hidden battery integrated into the seatpost.

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The 24V 5Ah battery offers roughly 120 Wh of capacity, which is undeniably small, but it also avoids the bulky look and awkward weight distribution that many early e-bikes suffered from.

The result is a bike that feels balanced, easy to carry, and genuinely pleasant to live with in an urban environment. Folding it up is quick and intuitive, and carrying it up stairs or onto public transport doesn’t feel like a chore. For apartment dwellers, train commuters, or anyone combining cycling with other forms of transportation, this matters a lot.

I’m not sure how else to say this without beating a dead horse, but it is just incredibly lightweight. When you pick it up, your brain just sort of short-circuits as it fails to compute that this is still an electric bike.

Simple, subtle electric assist

Power comes from a 250W rear hub motor that provides pedal assist only. There’s no throttle, no complex display, and no attempt to turn the K-Feather into something it isn’t. The assist tops out around 15.5 mph (25 km/h), aligning more with European-style pedelec limits than US Class 2 or Class 3 expectations.

For those accustomed to American-style electric bikes, that may sound quite slow. And if you’re trying to keep up with traffic on the shoulder of a busy road, it is slow. But this e-bike is more designed for bike lane cruising, where 15 mph means you’re easily keeping up with, or passing, most pedal bike riders.

The assist itself is quiet and unobtrusive. It doesn’t leap forward when you start pedaling, and it doesn’t overpower the ride. Instead, it feels like a gentle push that smooths out stop-and-go city riding and takes the edge off short climbs and headwinds. You still feel like you’re riding a bike, just a slightly stronger version of yourself.

The torque sensor definitely does its job, coming on quickly and effectively without being lurchy, though it’s hard for a 250W motor to feel lurchy anyway. But with an effective torque sensor instead of a laggy pedal assist sensor, the minimal assist still feels nice and natural, as if you’re simply always pedaling with a tailwind.

That riding feel is a big part of the K-Feather’s charm. It doesn’t try to impress you with acceleration or brute force. It simply makes urban cycling easier, calmer, and more approachable. It’s not a powerhouse, but rather a sensible commuter.

Where the limitations show up

There’s no getting around the fact that the K-Feather’s small battery and modest motor define its limits. Range is typically quoted at around 15 to 20 miles (25 to 40 km), and that’s realistic if you’re riding on relatively flat terrain and contributing a reasonable amount of pedal effort. Start pushing hills hard or riding aggressively, and that number will drop.

There aren’t multiple pedal assist levels, so it’s not like you can drop it into lower pedal assist power to save battery. Instead, range largely comes down to your weight, your riding, speed, and how hilly your terrain proves to be.

Similarly, steep climbs will quickly reveal the bike’s low power output. This is not a hill crusher, and it’s not pretending to be one. The single-speed drivetrain reinforces that reality, keeping things simple and low maintenance but limiting flexibility when terrain gets demanding.

The V-brakes look old-school, sure. But I wouldn’t actually ding them here because they seem to work great. I had rim brakes for a long, long time. And while I enjoy the stopping power and low maintenance of hydraulic disc brakes, I can’t ignore the fact that when I yank on these stoppers, I quickly find myself stationary. So yeah, pooh-pooh them all you want for being older tech, but they work.

And lastly, I do wish the tail light and headlight were powered by the main e-bike battery. Instead, they have their own dedicated rechargeable batteries. It works, but it’s one more thing to remember to charge every now and again.

For riders coming from American-style, high-powered e-bikes, these constraints might feel significant. But context matters here, and that’s the thing to keep in mind for anyone considering an ultra-lightweight e-bike like this. The K-Feather isn’t trying to replace a car or handle long suburban commutes. It’s designed for short urban trips, last-mile riding, and compact living situations, and in that role, its limitations feel more like trade-offs than flaws.

In its element: city commuting

The key takeaway for me is that the K-Feather works best as a runabout in a dense city environment, which is where it makes perfect sense. Short trips between neighborhoods, errands, commuting a few miles to work, or riding to a train station are exactly what it excels at. Its light weight makes it easy to carry inside rather than locking up outside, and its discreet appearance doesn’t scream “expensive e-bike.”

In fact, at around US $1,299 depending on current pricing and sales, that’s a pretty darn good price for an ultra-lightweight e-bike. We’re used to seeing e-bikes in this price range fetch higher figures in the $3,000 to $4,000 range (and sometimes even much more) from exotic frame materials and obscure drivetrains. But the K-Feather just uses clever engineering that tracks with Dahon’s decades of design legacy to create something light yet stiff, and without breaking the bank.

The small wheels and compact geometry make it nimble in traffic, and the assist smooths out frequent starts and stops at intersections. You arrive less sweaty and less fatigued, but still feel like you actually rode a bike rather than being carried by a motor.

This is also a bike that appeals to riders who want electric help without fully committing to the idea of an e-bike. It’s unintimidating, visually understated, and mechanically simple. For many people, that’s a feature, not a drawback.

Final thoughts

The Dahon K-Feather isn’t for everyone, and it certainly isn’t trying to be. If you want high speed, long range, or hill-dominating power, this is not the bike for you. I’d recommend that you look elsewhere (and be prepared to lift several more kilos).

But if you want a genuinely lightweight folding e-bike that integrates electric assist in a subtle, elegant way, it still holds up remarkably well. And folds up remarkably well, too.

Used in its intended environment as a city-focused commuter and last-mile bike, the K-Feather works exactly as promised. It’s simple, refined, and quietly effective, and that’s a combination that remains surprisingly rare in the e-bike world.