2023 Kia K5

Volume LXS/GT-Line 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, a typical figure for the class's base turbo engines.

Car and Driver ran a front-drive 180-hp K5 to 60 mph in 7.0 s, about average for a mid-size sedan; the GT is far quicker.

The 1.6T pulls well in the midrange and is quiet at cruise, but reviewers note some turbo lag off the line 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 AWD), 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 at 31 mpg combined, mid-pack for a non-hybrid mid-size sedan.

EPA city figure for the volume 1.6T FWD.

EPA highway figure for the volume 1.6T FWD.

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 2023 K5, a carry-over year of the 2021-launched DL3 generation, holds NHTSA's top 5-star overall rating, though its frontal crash leg is 4 stars.

The 2023 K5 earned IIHS Top Safety Pick+ with Good results in the small-overlap (both sides), original moderate-overlap, roof and head-restraint tests. It sits at the bottom of the award band because the newer tests expose the structure: the updated moderate-overlap test (rear passenger) is rated Poor and the updated side test Marginal.

Every 2023 K5 has standard AEB with pedestrian detection, blind-spot and rear cross-traffic collision avoidance, Safe Exit Assist, lane keeping plus Lane Following Assist centering, and High Beam Assist. However, adaptive Smart Cruise Control is optional and only available from GT-Line up, so it is missing on the base LXS volume trim.

IIHS rates the standard system Superior for vehicle-to-vehicle crashes and Advanced for pedestrians both day and night. The optional upgraded system, which adds cyclist and junction-turning detection, reaches Superior in daytime pedestrian tests.

Blind-spot and rear cross-traffic coverage that actively brakes or steers (not just warns), plus Safe Exit Assist, is standard on every 2023 trim including the base LXS.

Lane Keeping Assist and Lane Following Assist centering are standard on every trim, ahead of much of the class. Reviewers find Kia's system competent on well-marked highways but say it can wander when lane markings fade.

The full-range Stop & Go Smart Cruise Control is well regarded, but in 2023 it is a package option from GT-Line up and absent on the LXS volume trim. Highway Driving Assist is an option on the EX and GT only.

No 2023 K5 trim offers hands-free driving. Highway Driving Assist is a hands-on-wheel system.

IIHS rates the LED reflector headlights on the volume trims (LXS, GT-Line, EX, GT) Acceptable. Only the projector lamps in the GT-Line Premium package and the GT1 package earn Good. High Beam Assist is standard.

The low fastback roof, high beltline and thick rear pillars restrict the view rearward and over the shoulder. Standard active blind-spot assistance helps, but the Surround View Monitor is an option on the EX and GT only.

IIHS rates the LATCH hardware Acceptable overall: two rear positions have full hardware and the center has only a tether anchor. The generous rear legroom and wide doors help, but the sloping roof makes loading seats harder.

Every 2023 K5 trim seats five, two in front and three on the rear bench, which is the norm for a mid-size sedan.

The volume GT-Line trim without a sunroof has generous front headroom. The panoramic roof that is standard on EX and GT 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 is well short of the roomiest rivals, such as the Accord, and on the snug side for the class. It is adequate for adults, but this is not a car for stretching out in the back.

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

Cabin storage is competitive for daily use: a console bin, door pockets, and a front tray with the wireless charger on GT-Line and above. The Smart Trunk opens hands-free. There is no standout innovation, and the trunk opening is narrow-ish.

The front seats are well bolstered and supportive, and the GT-Line adds an 8-way power driver seat with lumbar. 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 some firmness over sharp impacts compared with the softer Camry and Accord.

The GT-Line's acoustic front side glass trims wind noise, but road roar on coarse surfaces is noticeable. Noise levels are about average for the class.

Dual-zone automatic climate is standard on every trim, and remote start with climate comes on every smart key. On the volume GT-Line, heated seats and a heated wheel are options. Ventilated seats and rear vents are EX/GT only.

For 2023 the K5 lineup opened at the LXS (the LX was gone), with the 180-hp 1.6L turbo and 8-speed automatic, at $26,415 delivered. That sits in the cheap end of the mid-size sedan band and below a 2023 Camry LE or Accord LX.

The GT-Line FWD is the K5's volume trim (sporty styling for a $1,400 step over LXS) and lands at $27,815 delivered. Even the 290-hp GT tops out under $33,000, so the whole ladder stays in the low part of the segment band.

Scheduled maintenance on the 1.6T/8AT is cheap. CarEdge puts it near $2,000 over five years. Once unscheduled repairs outside warranty and the extra service a turbo GDI engine needs are added, the total comes out a bit below the mid-size norm. Kia includes no complimentary maintenance to offset it.

The 2023 K5 has held value better than older Kia sedans. KBB/CarEdge data show a 2023 example has lost only about 23% in three years, helped by the strong used-car market of 2022–23. Heavy fleet volume and Kia sedan incentives still keep its five-year retention below a Camry or Accord, so the figure blends forward and backward-looking estimates.

Kia's 5-year/60,000-mile basic coverage tops the segment band. It is two years longer than the 3/36 coverage from Toyota, Honda, Nissan and Mazda, and it applies to every 2023 K5 trim.

The 10-year/100,000-mile powertrain term is best in class and covers both the 1.6T and the GT's 2.5T. It applies to the original owner only.

Kia includes no complimentary scheduled maintenance in the US, unlike Hyundai on the twin Sonata or ToyotaCare on the Camry. What the K5 does get is 5-year/60,000-mile roadside assistance plus a Kia Connect (UVO) trial on equipped trims, which puts it in the 'basic roadside only' band.

$27,815 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $14,464) leaves about $13,351 in depreciation. Add the projected $4,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,751 in total.

Consumer Reports rates the 2023 K5 below the average 2023 car for reliability, though it reads as one of the better years of the early DL3 run, with later model years improving. That puts it in the lower half of the mixed-signal band: better than the outlier Giulia/WRX tier but well short of the Camry/Accord benchmarks.

Around the 2023 model year Kia was a strong performer in J.D. Power's Initial Quality Study among mass-market brands and roughly industry-average in three-year dependability, while Consumer Reports placed it mid-pack. That is solid mid-band, held back from the top tier by the Theta II engine legacy and the 2022–2023 theft-vulnerability fallout on key-start Kias.

The 2023 K5 has four NHTSA recalls, two of them safety-system or fire-related: incorrectly installed side curtain airbags and a fuel-tank check-valve defect that could let the tank expand into hot exhaust parts. The DCT oil-pump power-loss recall applies only to the GT's 2.5T, and the trim-detachment recall is minor, but the tally is busier than the segment norm.

The 2023 volume trims (LXS, GT-Line) use the 1.6L Smartstream turbo four with CVVD and a conventional 8-speed torque-converter automatic — a relatively new engine family with no systemic failure pattern but a shorter high-mileage record and more turbo/direct-injection complexity than the naturally aspirated 2.5L that replaced it for 2025. 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, but reviewers note hard plastics low in the cabin and on the base LXS. It sits below the 2025 facelift's upgraded dash and display.

Kia's initial-quality results are strong and the K5 is built at West Point, Georgia with no widespread rattle theme, but the 2023–2025 recall for detaching window garnish and door belt moldings points to a real assembly/trim-retention lapse in this exact model-year window.

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 a 2023 car remains inside its powertrain warranty for many owners. The turbocharged 1.6L adds slightly more expensive out-of-warranty components than the later NA engine.

The volume GT-Line gets the 10.25-inch navigation touchscreen, and the base LXS has an 8-inch unit. The dual 12.3-inch screens arrived only with the MY2025 facelift.

Kia's UVO/Kia Connect interface is quick and logically laid out, with physical volume and tuning knobs. The touch-sensitive shortcut bar and climate panel draw some complaints.

Wireless CarPlay and Android Auto come only on the base LXS's 8-inch unit. The 10.25-inch navigation screen on the volume GT-Line and above is wired-only, a known quirk of this generation.

Native navigation with map updates is standard from GT-Line up, and the voice recognition is serviceable. Most owners still lean on phone projection.

A 12-speaker Bose system is available on EX and GT, but 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 crisp 12.3-inch digital cluster is reserved for option packages on EX and GT.

Only navigation map and infotainment updates are offered, via Kia Connect and dealer/USB updates. There are no whole-vehicle OTA updates on this pre-facelift generation.

The Kia Connect app handles remote start with climate, lock/unlock, vehicle finder and status on trims with embedded telematics. The base LXS relies on the key fob, and some services move to subscription after the trial.

A wireless charger is standard from GT-Line up, and USB ports serve both rows, mostly USB-A on this generation. There is no AC outlet.

Every trim has a smart key with push-button start, remote engine start with climate, and a hands-free Smart Trunk. Phone-as-key is not a mainstream feature on the 2023 car.

A rear camera and rear cross-traffic collision avoidance are standard, and the Surround View Monitor is optional only on EX and GT. The volume GT-Line goes without it.

A head-up display is offered, but only on option packages for the EX and GT, not on volume trims.

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

The 2023 K5 is an IIHS Top Safety Pick+ with a 5-star NHTSA overall rating. Standard FCA, blind-spot and rear-cross-traffic avoidance, Safe Exit Assist and Rear Occupant Alert are on every trim. Adaptive cruise is optional on the volume trim.

Front-seat comfort is good, but rear amenities are thin on the GT-Line: no rear vents (EX/GT only) and snug rear legroom. A 16 cu ft trunk handles a family's luggage for a medium 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.

A low-30s combined EPA rating and regular fuel make 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. The surround-view camera is not offered on GT-Line, and the rear view is narrow.

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

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

There are no work-oriented provisions: no outlets, tie-downs, rack ecosystem or hitch from the factory.

Supportive front seats, lane-following and good highway economy over a ~15.8-gal tank make it a capable tourer. Adaptive cruise is optional on GT-Line, and Highway Driving Assist is EX/GT only. Road noise is average.

AWD is available on the 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 nicely weighted, but numb. Reviewers say the GT-Line's steering is not particularly satisfying.

Stopping distances and pedal feel are adequate in normal driving, but one reviewer noted the GT-Line's brakes faded 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 and an occasionally abrupt stop/start hold it back.

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

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

The GT-Line's 8-way power driver seat with lumbar and a tilt/telescoping wheel give a good low, sporty position. Physical audio knobs help, but the touch-panel climate/shortcut bar and the limited rear sightline cost points.

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

Every 2023 K5 comes standard with a 180-hp turbo, 8-inch touchscreen with wireless Apple CarPlay/Android Auto, automatic LED headlights, a hands-free Smart Trunk, alloy wheels and the Drive Wise safety suite (forward collision avoidance, lane keeping and following, blind-spot and rear cross-traffic alert on the LXS). That is generous at about $26k. The large 10.25-inch screen, ventilated seats and the panoramic roof are reserved for higher trims and packages.

A $27,815 GT-Line with a turbo engine and sporty styling, plus a 290-hp GT for under $33,000 delivered, gives the K5 some of the best performance per dollar in the 2023 mid-size class. The best-in-class warranty adds to that. Fuel economy is respectable but no hybrid is offered, and resale is middling, so it falls just short of the very top.

There are five configurations across four trims (LXS, GT-Line FWD/AWD, EX, GT) spanning about $26.4k–$32.8k delivered. The range includes two engines and an AWD option on the GT-Line, and the GT is a real performance halo. The gaps are that AWD is limited to a single trim and no hybrid is sold in the US.

In 2023 the K5 was still early in its life and selling in real volume. It ranked mid-pack among mid-size sedans, clearly behind the Camry, Accord and Altima but competitive with the Sonata. Volume eased from its launch-era level in a segment that was shrinking.

Kia's 2021 rebrand and its design-led lineup moved the brand out of budget territory, and the K5's fastback styling was a big part of that. Its resale and cross-shop pull in this segment still trail Toyota and Honda.

This is scored for buyer benefit. Through much of 2022–early 2023, chip and supply shortages kept discounts thin and markups common across the industry. By mid-to-late 2023, Kia was again running subvented APR and lease offers on the K5. Deals were real but less generous than in later years.

2023 was the third model year of the third-generation (DL3) K5, which launched for 2021, so the car was mid-cycle but still had current platform tech. A substantial facelift was due for 2025, revealed in October 2023 with new screens and lighting, which carries some redesign risk for a 2023 buyer.

Reviewers liked the K5's sharp styling, punchy turbo engines, generous equipment and the GT's performance. They usually ranked it mid-pack behind the Accord and Camry, citing a firm ride, a tight rear seat under the fastback roof, and no hybrid. It earned IIHS Top Safety Pick+ honors early in this generation.