Road test | Kia K5 GT: preaching in the desert

How to make the mid-size sedan attractive? Despite a market essentially dominated by crossovers and SUVs, some manufacturers are still asking the question and are advancing possible solutions. For Kia and several rivals, its survival depends on mimicry by incorporating, among other things, the standard all-wheel drive. The Optima replacement Kia K5 is built around this idea, except for the GT version, which claims to be the most dynamic of the lot. But why is that?

Design

PHOTO PROVIDED BY KIA

The zigzag pattern of the daytime running diodes of the Kia K5 GT catches the eye and delimits the headlights of the front fenders.

 

Marketed in Canada since the end of 2020, the K5 confirms Kia’s axis of differentiation built on design. The Korean is thus presented on a body that stands out from a competition that is still too cautious to take real risks. The front grille still sports the “tiger nose” and is made up of a succession of superimposed trapezoids which converge towards the center to give a dynamic rendering to the assembly. The hood also wraps around the top, but it is above all the zigzag pattern of the daytime running diodes that catches the eye and delimits the headlights of the front fenders. In profile, we see that the front part is long enough in proportion and that the rear pillar is elusive, to again establish the visual dynamism. The GT version stands out at the rear with its four exhaust pipes which complete a rear light unit formed by a multitude of broken lines. It is very elegant.

On board

The desire to maintain a certain level of refinement is just as noticeable when you sit down in this K5. The living space is strongly inspired by what is done by German luxury builders: the lines are horizontal, simple and soberly embellished by a combination of materials that imitate aluminum and certain types of wood, depending on the version. The presentation is tasteful, but the glossy piano black is still too present in places often touched. All of the controls, a well-balanced mix of physical and tactile keys, are concentrated around the driver, giving the dashboard an obtuse angle. Moreover, headroom is limited by the panoramic roof, a problem accentuated by the restricted adjustments of the front seats. On the other hand, its large wheelbase ensures plenty of legroom. The rear trunk is quite large with its 434 L, but the opening is quite small.

Under the hood

The K5 does not offer any hybrid alternative to the mix of two turbocharged engines offered. Two four-cylinders are served, one of 1.6 L input (180 hp) and the other, 2.5 L, to occupy the top of the mechanical hierarchy. It is the latter which ensures the grip of the GT livery with a cavalry of 290 hp and a torque of 311 lb-ft accessible from just 1650 rpm. This engine, which fortunately runs on 87-octane fuel, testifies to the Hyundai group’s accession to a much higher level of mechanical maturity in this register. Its softness is undeniable, but what is most important above all is its distribution, especially from mid-speed. The turbocharger delivers vigorous, uniform thrust up to maximum rpm. This is accompanied by an eight-speed dual-clutch gearbox that is quick in the gear yard, but less smooth than a traditional low-speed gearbox.

Behind the wheel

As specified in the beginning, this K5 GT does not, curiously, benefit from all-wheel drive. We are also not entitled to a limited slip differential to modulate the ardor of the front axle. With such high torque at very low revs, the result is as predictable as the last election night. This K5 slips at the slightest request and even goes so far as to drive its front axle out if the accelerator is pressed too early in a curve. The launch aid device does nothing to help, while the front suspension bounces sharply during the exercise when losing traction. Once launched, however, it demonstrates the beautiful natural skills of the new N3 chassis. The car sits well in bends, body roll is well controlled, all of this in very adequate comfort. The braking comes down with an acceptable plumb, but the anti-lock system is clearly too insistent in an emergency maneuver.

Embedded technologies

Like the latest Hyundai products, the K5 relies on a duo of screens to navigate the multimedia interface as well as the instrumentation of the more opulent versions. It is also this last element that we notice from the start, as it welcomes us with an animation broadcast in concert with the screen of the infotainment system. Changing according to the driving modes, it has good image definition and excellent readability. These same observations can apply to the optional 10.25 ”touchscreen. The menus, in his case, are very well declined, but we denote a speed of response in withdrawal vis-à-vis other general systems. The GT also adds the display to the windshield to avoid looking down. Finally, note that Apple CarPlay and Android Auto wireless strangely equip the cheapest versions (EX and LX) as standard, but not the GT Line and GT, despite the presence of a wireless charging pad.

The verdict

Despite numerous defections in recent years, Korean manufacturers still seem to believe in the commercial viability of midsize sedans. And frankly, they are probably right. The Kia K5 proves that with a thoughtful evolution of the concept, the appeal remains. Despite a very interesting technical sheet and an engine that would allow it to climb on the podium of the best intermediaries, the K5 GT lacks refinement to justify its status. The front axle is overworked by too much responsibility. Too bad, because with the contribution of an all-wheel drive, this variant could bite the dust with many rivals. Kia probably wants to play it safe here to avoid grabbing sales at the Stinger, which are very low after all. In short, if you want to benefit from the overall qualities and the tangible progress of this K5, it is better to turn to other less expensive liveries.

Notebook

Not a bargain, but competitive

At $ 31,460, this K5 is no bargain in the segment – Kia has long abandoned this competitive price approach. It is still affordable compared to its many standard features and competitive with its rivals that offer standard all-wheel drive.

Contained fuel consumption

Despite its power, the fuel consumption of this four-cylinder is all in all rather reserved. It hovered around 8 L / 100 km during the test drive.

A real gear lever

It’s a detail that may seem trivial, but Kia has decided to keep a traditional gear lever for its K5, an element that we appreciate for its intuitiveness.

Driving modes that have little influence

Despite the presence of various driving modes, we note that these have little influence on the behavior of this K5, which does not have adaptive damping like the Honda Accord, for example.

Active safety as standard

Like most vehicles in its segment, the Kia K5 has important active safety elements, such as blind spot sensors and active emergency braking assistance. The heated windshield, very practical in winter, is fitted from the mid-range EX version.

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