If you want maximum power and performance, get the Kia K5 GT. It boasts a turbocharged 2.5-liter four-cylinder engine generating 290 horsepower and 311 pound-feet of torque, put to the front wheels through an eight-speed dual-clutch automatic transmission. The K5 GT is quite a good time.
However, the GT is also the most expensive and least efficient version of the K5, and doesn’t offer all-wheel drive. So, if you want to save money or benefit from added traction in the winter, you’ll need to settle for the K5’s standard turbocharged 1.6-liter four-cylinder engine and its conventional eight-speed automatic. According to its specs, it delivers 180 hp and 195 lb-ft of torque.
Granted, those figures sound unimpressive. But thanks to the availability of the torque between 1,500 rpm and 4,500 rpm, followed by maximum horsepower at 5,500 rpm, the K5’s standard turbo-four offers surprisingly linear power delivery with little low-end lag.
You can calibrate the powertrain using Drive Mode Select, which offers Normal, Sport, Smart, and Custom settings. Our K5 EX also came with Active Sound Control, which pipes in a simulated engine note to add some personality and character to the car. If you’d rather not hear this, you can turn it off using a menu located within the infotainment system.
During our week test-driving the K5 EX in Southern California, the spunky 1.6-liter turbo proved itself well matched to the car. No, it won’t roast the front tires, but there’s enough twist to break the wheels loose when stomping on the gas from a stop or powering out of a corner or a curve. Gathering speed to merge onto freeways is not a problem, either. However, there isn’t a surplus of passing power, so plan accordingly.
Spiking gas prices in 2022 have made Americans conscious of fuel economy, and the EPA claims a Kia K5 EX should get 31 mpg in combined driving. On our testing route, including suburban freeways, coastal highways, mountain roads, and city driving, the car returned 29.1 mpg.
In daily-driving situations, the K5 EX allows too much road noise to penetrate the cabin, depending on the type of road surface. Also, the suspension has trouble absorbing small anomalies in the pavement, allowing minor cracks, bumps, and ripples in the road to affect the ride quality negatively. Perhaps these are the prices you pay for the appealing 18-inch wheels and their 235/45 tires.
With this said, there isn’t much impact harshness filtering into the car. The K5 traversed local speed humps at 30 mph without effort and took smaller speed bumps in stride. And while road noise can be an issue, wind noise is nearly non-existent at highway speeds, thanks to the K5’s 0.27 coefficient of drag.
Outward visibility is excellent, except directly to the back due to the car’s high rear deck. The EX Premium package adds an excellent surround-view camera system and bumper sensors that make it much easier to park the K5.
Should you decide to take the long way home, you’ll discover that the Kia K5 EX is not an affordable, mainstream sports sedan. Unlike the more powerful GT, K5s equipped with the 1.6-liter turbo use a column-mounted instead of a rack-mounted electric steering system. In part, this contributes to the EX model’s so-so steering feel.
While running the K5 EX on the twisty mountain road portion of our driving route, the car lacked the light, lively, and faultless handling you’ll get when driving a Honda Accord Sport or Touring. Grip is decent, though squeal in tighter curves is evident. Also, while they did not fade, the brakes stank at the end of the Mulholland Highway run. The suspension also allows too much excess body motion on imperfect stretches of pavement.
Considering that outright driving pleasure isn’t the K5 EX’s mission, it is reasonably capable and is not sloppy to drive. But it also isn’t as fun as the Honda Accord.