Geely EX2 Inspire 2026 review

For a while, it looked like affordable cars were going to disappear completely as emissions regulations, safety requirements and tight margins made them undesirable for carmakers to sell in Australia. 

It took China to reinvigorate the small and even smaller ‘light’ car segments, igniting fiery price wars with tech-packed cars for bargain prices. The 2026 Geely EX2 is the latest affordable, China-made electric hatch to enter the market and it might just be the best yet. 

Based on the brands Geely Experience Architecture (GEA) shared with the larger EX5, the EX2 benefits from a mid-size SUV-scale equipment list with a 14.6-inch touchscreen, available heated seats and steering wheel, and impressive list of driver-assistance features including an auto lane-change function. 

At 4135mm long, it’s about the same size as a Volkswagen Polo yet clever packaging means it packs a Golf-sized 375L boot space along with a 70L frunk. The generous back seat will easily accommodate adults and Geely claims there are 30 clever storage spaces found inside. 

With a list price from just $26,490 before on-road costs for the 252km WLTP range Complete and $30,990 for the 345km capable Inspire, Geely’s answer to the BYD Atto 1 seems fit to fight at first glance.

What are the EX2 Inspire’s features and options for the price?

This review will focus on the top-spec Inspire as it was the variant available for Chasing Cars to drive at the Geely EX2’s Australian launch — plus, Geely top brass says it will account for more than 70 percent of EX2 local sales. 

Still, it’s worth covering what’s included for the sharp $26,490 (before on-road costs) price, listed below.

• 35.3kWh LFP battery
• 252km WLTP range
• 60kW/150Nm outputs
• 0-100km/h in 14.2sec
• 16-inch steel wheels
• LED head- and tail-lights
• 14.6-inch touchscreen
• 8.8-inch digital driver’s display
• Power-adjust front seats
• Four-speaker sound system
• Connected services
• Rear parking sensors

The EX2’s sharp price not only puts it near the smaller Atto 1 Essential (from $23,990 MSRP) and Dolphin Essential ($29,990 MSRP) but also in a fight against internal combustion-engined small vehicles like the Chery Tiggo 4 Ultimate ($26,990 driveaway) and Mazda 2 Evolve ($27,290 MSRP)

Bringing up the level of equipment is the tested EX2 Inspire. The $4500 price jump is significant but so are the extras you get. Especially important are the bigger battery and more powerful motor, meaning a 2.7sec 0-100km/h sprint improvement.

• 47.1kWh LFP battery pack
• 345km WLTP range
• 85kW/150Nm outputs
• Quicker 11.5sec 0-100km/h sprint
• 16-inch alloy wheels
• Power tailgate
• Contrast black roof
• Heated front seats
• Heated steering wheel
• Wireless smartphone charger
• Six-speaker sound system
• Rain-sensing wipers
• 256-colour ambient lighting

Geely says that, although the top-spec Atto 1 is cheaper, the EX2 is a keener rival for the Dolphin and very closely-sized GAC Aion UT ($31,990 driveaway). 

In our eyes, the biggest headache for the EX2 will be the larger, more mature-to-drive and award-winning MG4 EV Urban, which can be had from $31,990 driveaway. 

Early EX2 adopters will benefit from a free 7kW home charger (not including installation) and premium paint, normally a $600 up-charge on any colour except Moon White. 

The Geely EX2’s colour option is playful in name and hue to complement the hatchback’s cutesy ‘smile’ design language. Premium choices include Star Silver, Comet Grey, Nebula Beige, Nova Pink and Aurora Green (pictured).

How does the EX2 Inspire drive?

Unlike Geely’s previous products sold in Australia, the EX2 was subjected to global testing that incorporated European market chassis feedback. Not Australian localisation, but it is a step in the right direction. 

Where the related EX5 is front-wheel drive and marshmallow soft, the rear-driven EX2 is comparatively taut and composed — if no Mazda 2 or Volkswagen Polo in the bends. 

There’s still body roll through corners and electronics need to step in and subtly trim the EX2’s trajectory when you overdo it, but it’s more than adequate for its city-car pitch and doesn’t immediately feel flustered in the countryside. 

The ride, as a result, is possibly on the firm side though never crashy thanks to what feels like a rigid body. Geely made an intelligent choice in keeping the alloy wheels a reasonable size; the 16-inch items are shod in chunky 205/60 name-brand Yokohama BluEarth rubber. 

Motorway driving is not a scary affair — as it can be in some cheaper ICE cars — with reasonable shove and decent stability in cross-winds. The EX2’s cabin is a little loud when travelling above 80km/h on coarse chip surfaces. 

We wish there was some more heft and feel to the EX2’s steering, which is lifeless, disconnected and featherlight in all four (Snow, Eco, Comfort, Sport) drive modes. Fine for parking, not for confidence. 

Where the EX2 feels most mature against rivals like the BYD Atto 1 and Dolphin is under acceleration. The squishy springs and front-drive layout of most rivals make for scrappy front wheelspin even when driving in a measured way. In contrast, as weight transfers backwards, the rear-drive EX2 grips and goes without fuss. 

Partially, that’s because it isn’t very fast. An 85kW/150Nm electric motor delivers a claimed 0-100km/h sprint of 11.5 seconds — and this is the quick one! This is slow in Australian, and the EX2 is oddly dull from a standstill. 

Once moving, the accelerator becomes more responsive and the ever-present torque makes the EX2 nippier in the real world than an equivalently-powerful petrol car. 

Driving at a constant speed can be tiring sometimes as the Geely’s initial accelerator response is jerky, and the regenerative braking could be smoother. It’s a shame the EX2 doesn’t offer a full one-pedal experience like Geely-owned Polestar, Volvo and Zeekr products.

As much as the EX2’s chassis is, generally, equipped for the odd rural adventure, it’s in town where the Inspire’s wonderfully tight 9.9-metre turning circle, excellent forward visibility and clear 360-degree cameras make it most satisfying and suitable.

What is the EX2 Inspire’s interior and tech like?

There’s one thing that grabs your attention in the EX2’s cabin and it’s a massive 14.6-inch touchscreen mounted front and centre. 

This is easily the biggest touchscreen in class, and likely ever in a vehicle this size, and runs proceedings fairly well. The software is laid out more logically than BYD’s or MG’s (at least to this tester’s eyes) with fewer sub-menus to navigate between key functions. 

The climate controls are through the screen though there’s a persistent shortcut bar at the bottom where one can adjust fan speed and temp, plus a bundle of physical buttons for on/off, auto, front demist and recirculate. It’s the best of a bad bunch, in this sense. 

Apple CarPlay and Android Auto connect wirelessly (we had a few teething issues with one of our test cars) or you can stream music via native Spotify and find directions with built-in navigation, if you wish. 

We weren’t able to test the EX2’s connected functions as our car was not hooked into the internet, limiting its ‘Hi Geely’ voice command functionality to menial tasks. Geely has promised a phone app is on the way imminently, too. 

Perhaps a disappointment was the amount of hard plastic in the EX2. It’s up on the dashboard, the door tops and around the centre console contributing to an echoey cabin. The MG4 EV Urban does better with squishy vinyl almost everywhere. 

There are plenty of practical storage solutions, including a well-placed wireless charging pad (Inspire), decent door bins, two cup holders, a deep centre bin, drawer-style glovebox, storage space below the centre console and a cubbyhole under the back seat.

For a cheap runabout it is impressive to see power adjustable seats on both EX2 trims and heating available in the Inspire. The black vinyl upholstery (white will be available, too) isn’t the most tactile or temperate choice but will be easy to clean. 

The chairs are adequately comfortable though the front passenger seat lacks height adjustment, so taller occupants may find themselves in an uncomfortably high position.  

For a 4135mm long car, the EX2’s rear seat is superb. There’s loads of space for adults, decent bench support and enough width for three to squeeze across the back. The only downfall is a lack of centre armrest, otherwise amenities (twin air vents, USB charge point, great view out) are very good.

Storage is equally generous. Geely quotes 375L for the boot and 70L for the ‘frunk’ (opened via the touchscreen). 

Impressively, the EX2 Inspire scores a power tailgate, though oddly the parcel shelf is not strung-up, so you’ll need to pull it out of the way yourself. The boot isn’t smart like a Skoda’s, with a high load lip, no under-floor storage or hidden cubbies.

Fold the second row 60/40 and you’ll find a pronounced step up at the seats, though the storage length is generous and will accommodate a road bike with its front wheel removed. 

Is the EX2 Inspire a safe car?

The Geely EX2 is yet to receive a safety rating from independent body ANCAP, however Chasing Cars understands it has been developed with a five-star rating in mind. 

For the price, the list of safety features is rather full and includes:

• Seven airbags (front, side, curtain and centre)
• Automatic Emergency Braking (AEB)
• Front and rear collision warning
• Front and rear cross-traffic alert
• Lane-keep assist
• Traffic sign information
• Blind-spot monitoring
• Occupant detection alert
• Driver attention monitoring

Some of the systems are patchy at best, however, and even Geely seems to be aware of this. The company had pre-set emergency lane-keep, driver attention monitoring, and the dreaded speed limit bong to ‘off’ in the EX2’s customisable Drive Set-up function accessed via a swipe-down menu. 

For driver support systems, the EX2 gives the choice of adaptive cruise control (distance-based) or ‘intelligent cruise control’ (with lane-tracing) plus the option of auto lane-change assist. 

The latter worked impressively well, all you do is flick on the blinker and wait for the EX2 to change lanes. The others, though, need refinement. The lane tracing is jerky and inconsistent while the adaptive cruise control needs to be smoother and more predictable.

What are the EX2 Inspire’s ownership costs?

Geely has yet to announce capped-price service costs and service schedule for the EX2, though it told us intervals will be 12 months/20,000km and that it will offer service packages like on the EX5. Expect to pay around $1200 for maintenance over five years. 

Warranty is seven years and unlimited kilometres for the vehicle and eight years unlimited kilometres for the battery and high-voltage electrics. 

The EX2 Complete uses a 35.3kWh lithium iron phosphate (LFP) battery and the Inspire gets a larger 47.1kWh pack of the same chemistry. 

Geely’s real-world efficiency is impressive, too. In urban running we saw as good as 11.9kWh/100km on a run which equates to nearly 400km from a charge — better than the 345km WLTP rating. 

Even on the motorway the EX2 was respectable, averaging 15.3kWh/100km for around 310km. 

Charging is nothing special with the EX2 pegged at 6kW AC (around eight hours from flat-full) and 80kW DC. Geely publicises a 25-minute 30-80 percent recharge, expect that to be about 30 minutes in the more standard 10-80 percent run.

The honest verdict on the EX2 Inspire

You’re going to hear plenty about the Geely EX2 in the coming months because even though small car sales pale in comparison to medium SUVs, Geely sees its little hatch as a pastel-hued hit — and in many ways, that’s true. 

It is brilliantly packaged with loads of cabin space and a massive boot. It’s stupid-easy to park. Although it has a small battery, it’s really efficient and is therefore a usable everyday car. There’s loads of technology inside with bright screens and driver support features. 

Everything you could want, right? Geely’s priced the EX2 competitively, too, even if it’s mighty close to our favourite affordable EV at the moment, the MG4 Urban. 

Where the EX2 pulls up short is the driving department. Much better than the EX5, the rear-drive hatch needs more refinement in the touchy-feely departments to glow as brightly as its Nova Pink paintwork. 

A solid effort and very good city runabout, if not quite the complete package