2022 Kia K5

2022 is a carry-over second year of the K5 generation that launched for 2021 (the facelift didn't arrive until 2025). Volume trims use the 1.6L turbo four at 180 hp; only the GT gets the 290-hp 2.5T.

The 1.6T makes 195 lb-ft, typical of the segment's base turbo engines.

Unchanged powertrain from 2021; instrumented tests of the 180-hp front-drive K5 run 7.0–8.0 s to 60 mph, about average for a mid-size sedan.

The 1.6T pulls well in the midrange and is quiet at cruise, but reviewers note some low-rpm turbo lag and a buzzy note when worked hard; the GT's 2.5T is stronger but coarser.

The 1.6T's conventional 8-speed automatic shifts smoothly and decisively; the GT's 8-speed wet dual-clutch can be hesitant at low speed.

AWD is offered with the 1.6T on select trims (LXS, GT-Line), unusual in the segment, but it is a basic on-demand system and the GT is FWD only.

Two gas turbo fours (1.6T and 2.5T) with FWD/AWD; no hybrid in the US, unlike Camry/Accord/Sonata rivals.

EPA rates the volume 1.6T FWD trims at 31 mpg combined for 2022, unchanged from 2021; only the base LX with idle stop-start reaches 32.

EPA city figure for the volume 1.6T FWD trims.

EPA highway figure for the volume 1.6T FWD trims.

Computed from the 15.8-gallon tank and the EPA 31 mpg combined rating.

EPA's annual fuel cost estimate at 15k mi/yr on regular gas.

Both the 1.6T and the GT's 2.5T run on regular unleaded.

The 2022 K5 is a carry-over year of the DL3 generation that launched for 2021, and it keeps NHTSA's 5-star overall rating. The frontal leg is 4 stars because the front passenger scored 4 stars.

IIHS named the 2022 K5 a Top Safety Pick+ with Good results in small overlap (both sides), moderate overlap, the original side test, roof strength and head restraints. The newer updated side test is rated Marginal: the dummy's head moved down past the side curtain airbag and struck the window sill.

Every 2022 trim has standard AEB with pedestrian detection, lane keeping assist and lane centering. Blind-spot and rear cross-traffic collision avoidance and Safe Exit Assist start at the LXS volume trim, so the base LX still lacks them, and adaptive cruise is not standard on any trim.

IIHS rates both the standard and optional systems Superior for vehicle-to-vehicle crashes. For daytime pedestrians the standard system rates Advanced and the optional one Superior. IIHS publishes no nighttime pedestrian result for this year.

Blind-spot and rear cross-traffic systems that can brake (not just warn), plus Safe Exit Assist, are standard from the LXS volume trim up. They are not available on the base LX.

Lane Keeping Assist and Lane Following Assist centering are standard on every trim, which is generous for the class. Reviewers find the Hyundai/Kia system of this generation competent on well-marked highways but less sure when lane lines fade.

Stop & Go Smart Cruise Control and Highway Driving Assist are package options on upper trims only. The LX and LXS volume trims make do with conventional cruise control.

No 2022 K5 offers hands-free driving. The most capable option, Highway Driving Assist, requires hands on the wheel.

The LED reflector headlights on the volume trims rate Acceptable, and only the optional LED projectors on GT-Line/GT packages rate Good. High Beam Assist is standard.

The low fastback roofline, high beltline and thick rear pillars restrict the view rearward and over the shoulder. Active blind-spot assist from the LXS up helps, but the surround-view camera is limited to top trims.

IIHS rates the LATCH hardware Acceptable. The roomy rear seat and wide doors help, but the sloping roofline makes loading a car seat more awkward.

Every 2022 K5 trim seats five, two in front and three on the rear bench, which is standard for a mid-size sedan. 2022 is a carry-over second year of the DL3 generation that launched for 2021.

The volume GT-Line without a sunroof has generous front headroom. The panoramic roof in the new GT-Line Premium package costs nearly 2 inches.

Front legroom is class-leading for a mid-size sedan.

Rear headroom is respectable despite the fastback-style roofline.

Rear legroom trails roomier rivals such as the Accord. It is adequate for adults, but not a back seat to stretch out in.

The trunk is mid-pack for the segment: slightly larger than a Camry's 15.1 cu ft and smaller than an Accord's 16.7 cu ft.

Everyday storage is competitive: a console bin, door pockets, and a front tray that holds the wireless charger added to the GT-Line for 2022. There is no standout storage innovation.

The front seats are well bolstered and supportive, and the GT-Line has a power driver's seat. The rear cushion is low, and the sloping roof limits taller passengers.

The ride is composed and mostly compliant. The GT-Line's 18-inch wheels add firmness over sharp impacts compared with the softer Camry and Accord.

Wind noise is well suppressed, but road roar on coarse surfaces is noticeable. Noise levels are about average for the class.

Dual-zone automatic climate is standard from the base LX. On the volume GT-Line, heated front seats come with AWD or a package, and the heated wheel is only in the new GT-Line Premium package. Ventilated seats and rear vents are EX/GT only.

For 2022 the K5 still opened at the LX, which uses the 180-hp 1.6L turbo and an 8-speed automatic. At $24,885 delivered it remained one of the least expensive mid-size sedans of the year.

The GT-Line FWD was the volume trim, at $27,285 delivered. The full ladder ran from about $24.9k to $32.3k, which keeps even the 290-hp GT near the cheap end of the sedan band.

This is the same 1.6T/8AT powertrain as the 2021 and 2023 model years. Scheduled maintenance is cheap, and once turbo-GDI repair exposure is added the five-year total lands slightly under the mid-size norm. Kia includes no complimentary maintenance.

Like the 2021, a 2022 K5 bought during the used-car price spike held its value better than older Kia sedans did. Heavy fleet volume still keeps it below a Camry or Accord.

Kia's 5-year/60,000-mile basic coverage applies to every 2022 K5 trim. That is two years longer than the 3/36 offered by Toyota, Honda, Nissan and Mazda.

The 10-year/100,000-mile powertrain coverage is best in class and covers both the 1.6T and the 2.5T. It applies to the original owner only.

Kia includes no complimentary scheduled maintenance in the US, unlike Hyundai's on the Sonata or ToyotaCare on the Camry. The K5 does get 5-year/60,000-mile roadside assistance and a UVO link trial on equipped trims, which puts it in the 'basic roadside only' band.

$27,285 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $14,734) leaves about $12,551 in depreciation. Add the projected $4,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $16,951 in total.

Consumer Reports rates the 2022 K5 less reliable than the average 2022 car. As the second year of the DL3 generation it is a carry-over year with some launch-year electrical and power-equipment issues worked out, so it sits between the 2021 launch year and the 2023 car, in the lower half of the mixed-signal band.

Around 2022 Kia ranked at or near the top of mass-market brands in J.D. Power's Initial Quality Study and roughly industry-average in three-year dependability, while Consumer Reports placed it mid-pack. Solid mid-band, held back by the Theta II engine legacy and the key-start theft fallout across the brand.

The 2022 K5 is covered by five NHTSA recalls, including safety-system and fire-risk campaigns: incorrectly installed side curtain airbags and a fuel-tank check-valve defect that can let the tank expand into hot exhaust parts. The DCT oil-pump power-loss recall applies only to the GT's 2.5T, but the tally is busier than the segment norm.

Volume LXS/GT-Line trims use the 1.6L Smartstream turbo four with CVVD and a conventional 8-speed automatic — no systemic failure pattern, but a young engine family with a short high-mileage record and turbo/direct-injection complexity. The GT's 2.5T with wet DCT carries the oil-pump recall but is not the volume configuration.

The pre-facelift DL3 cabin is stylish and driver-focused with padded upper surfaces on mid trims, competitive for the mainstream mid-size class, though reviewers note hard plastics low in the cabin and on base trims.

Kia's initial-quality standing was strong and the K5 is built at West Point, Georgia with no widespread rattle theme, but owner complaints on electrical/power-equipment items and the curtain-airbag installation recall point to some assembly lapses in the early DL3 years.

Kia's roughly 775–800 US dealers give adequate metro/suburban coverage but a thinner rural footprint than Toyota or Honda, with mainstream-average service satisfaction. The 10-year/100,000-mile powertrain warranty lowers the cost of using the network.

The K5 shares most mechanical hardware with the Hyundai Sonata and the Smartstream family, so parts are inexpensive and well stocked, and many 2022 cars remain within the 10-year powertrain warranty for original owners. The turbocharged 1.6L adds somewhat costlier out-of-warranty components.

The volume GT-Line gets the 10.25-inch navigation touchscreen, which is standard on that trim for 2022. LX and LXS use an 8-inch unit. The dual 12.3-inch screens arrived only with the MY2025 facelift.

Kia's 10.25-inch system is quick and logically laid out, with physical volume and tuning knobs. The touch-sensitive shortcut and climate panel draws some complaints.

Wireless CarPlay and Android Auto come only on the 8-inch unit of the LX/LXS. The 10.25-inch navigation screen on the volume GT-Line and above needs a cable, a known quirk of this generation.

Native navigation with Kia Connect telematics became standard on GT-Line and up for 2022, and voice recognition is serviceable. LX/LXS have no native navigation.

The 12-speaker Bose system is limited to upper-trim packages. The volume GT-Line uses the standard 6-speaker system, which is adequate.

The volume trims use analog gauges with a 4.2-inch TFT center display. The 12.3-inch digital cluster is reserved for upper-trim packages.

Only navigation map and infotainment updates are available, through dealer or USB updates. There are no whole-vehicle OTA updates on the pre-facelift generation.

On trims with embedded telematics (GT-Line and up), the Kia Connect app handles remote start with climate, lock/unlock, vehicle finder and status. Some services move to a subscription after the trial.

A wireless charger is standard from GT-Line up (added for 2022), and both rows get USB ports, mostly USB-A on this generation. There is no AC outlet.

The GT-Line has a smart key with push-button start and remote engine start, and the Smart Trunk opens hands-free. Phone-as-key is not offered on the 2022 car.

A rear camera and rear cross-traffic collision avoidance (LXS and up) are standard. The Surround View Monitor added for 2022 comes only in packages on the GT-Line and above, so the volume GT-Line does not get it by default.

A head-up display is offered, but only in upper-trim option packages, not on the volume GT-Line.

The rear doors open wide, but the sloping roofline and 35.2 in of rear legroom make rear-facing seats tight. IIHS rates the LATCH hardware Acceptable, and the 16 cu ft trunk takes a stroller.

The 2022 K5 is an IIHS Top Safety Pick+ with a 5-star NHTSA overall rating. AEB and lane centering are standard, and blind-spot/rear cross-traffic avoidance and Safe Exit Assist are standard from LXS up. Adaptive cruise is optional, and the IIHS updated side test is Marginal.

Front-seat comfort is good, but rear amenities are thin on the GT-Line: rear vents are EX/GT only, rear legroom is snug, and front heated seats depend on drivetrain/package. A 16 cu ft trunk holds a family's luggage for a medium-length trip.

The 1.6T and 8-speed automatic are smooth and torquey in traffic, and the light controls and standard lane-following keep fatigue low. Rearward visibility through the fastback roof is a mild annoyance.

The volume GT-Line FWD's EPA 27/37/31 rating on regular fuel makes it an average-cost commuter for a gas mid-size sedan. It cannot match hybrid Camry/Accord/Sonata running costs, and no K5 hybrid was sold in the US.

The 36-ft turning circle is reasonable for a 193-in sedan, and blind-spot and rear cross-traffic assist are standard from LXS. The surround-view camera is package-only, and the rear view is narrow.

This is a front-drive-based mid-size sedan with no US tow rating and a 16 cu ft trunk, so it is not a work vehicle.

The Smartstream 1.6T is backed by a 10-yr/100k-mile powertrain warranty and sees fleet and rental use. It is a commuter sedan, not built for abuse.

There are no work-oriented provisions: no AC outlet, tie-downs, rack ecosystem or factory hitch.

Supportive front seats, standard lane-following and a 37-mpg highway rating over a ~15.8-gal tank make it a capable tourer. Highway Driving Assist and navigation-based Smart Cruise are only in the new GT-Line Premium package and above. Road noise is average.

AWD is available on the LXS and GT-Line, which helps on gravel and in snow, but low ground clearance and no tow rating keep it pavement-oriented.

A 16 cu ft trunk with 60/40 split-folding rear seats fits normal luggage. Bulky gear is a squeeze through the sedan opening, and there are no roof rails.

The K5 has tidy body control and good grip for a mainstream mid-size sedan, especially the GT-Line on 18-inch tires. It is secure and somewhat sporty, but short of the Accord's poise.

The steering is precise and well weighted but numb. Reviewers find the GT-Line's steering not particularly satisfying.

Stopping distances and pedal feel are adequate in normal driving, but one reviewer noted the GT-Line's brakes fading on long downhill descents.

The 1.6T pulls strongly in the midrange and the 8-speed automatic shifts smoothly. Some turbo lag off the line holds it back.

The engine is quiet at cruise but coarse and buzzy when worked hard, typical of small-displacement turbo fours.

The turning circle is a touch tighter than average for a mid-size sedan.

The GT-Line's power driver's seat and tilt/telescoping wheel give a good low, sporty position, and the physical audio knobs help. The touch-panel shortcut bar and limited rear sightline cost points.

The volume 1.6T is pleasant and peppy (0–60 in about 7.0 s) but forgettable. The 290-hp GT is the enthusiast pick.

Even the $24.9k LX comes with the 180-hp turbo, an 8-inch touchscreen with wireless Apple CarPlay/Android Auto, LED headlights, the Smart Trunk, alloy wheels, and forward-collision and lane-keeping assist. The LXS adds blind-spot and rear cross-traffic alert. The 10.25-inch navigation screen, ventilated seats and the panoramic roof are reserved for upper trims and packages.

In 2022 the K5 offered a $27.3k GT-Line, AWD from $27.7k, and a 290-hp GT for about $32.3k delivered, backed by a best-in-class warranty. That is strong performance and content per dollar. No hybrid is offered and resale is middling.

The 2022 lineup had seven configurations across five trims (LX, LXS FWD/AWD, GT-Line FWD/AWD, EX, GT), spanning about $24.9k–$32.3k. AWD was offered on two trims and the GT is a genuine performance version. That is broader than 2023, which dropped the LX, but there is still no hybrid in the US.

2022 was the K5's second year and it sold in real volume, out-selling the Optima it replaced. It was mid-pack in the mid-size class, behind the Camry, Accord and Altima and roughly level with the Sonata, while chip shortages constrained supply across the industry.

Kia's 2021 relaunch and design-led lineup, including the K5's fastback styling, lifted the brand's image. Resale value and cross-shop pull still trail Toyota and Honda in this segment.

This is scored for buyer benefit. The 2022 model year sold during the peak of the chip shortage, when inventory was thin, discounts were scarce and dealer markups were widespread. Buyers had little room to negotiate, though Kia kept some subvented financing.

2022 was only the second model year of the third-generation (DL3) K5, which launched for 2021, so the platform and tech were current. The facelift did not arrive until MY2025, so a 2022 buyer faced little near-term redesign risk.

The 2022 K5 earned an IIHS Top Safety Pick+, and reviewers praised its styling, turbo performance, value and the GT. It was usually ranked behind the Accord and Camry, with a firm ride, a tight fastback rear seat and no hybrid cited.