2025 Kia K5 FWD vs. AWD First Test: Two Choices, One More Powerful Engine

Among mainstream midsize sedans, the 2025 Kia K5 stands out with its sporty design. For this model year, it looks even more exciting thanks to a refresh that adds pointier lighting elements and aero-inspired details.

Kia didn't stop there. In addition to interior adjustments, it also fits the K5 with a new standard engine that makes more power than before. That all gives the 2025 K5 renewed appeal, but our testing reveals how misaligned its aesthetics are from its actual performance.

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The Goods

Out is the pre-refresh K5’s 1.6-liter turbocharged I-4 engine, which made 181 hp and 195 lb-ft of torque. In is the refreshed K5’s 2.5-liter I-4, which makes 191 hp and 182 lb-ft of torque. As before, the 2025 K5 uses an eight-speed automatic transmission with FWD standard and AWD available, both of which are tested here. Gaining power but losing torque led to some unflattering results.

At 7.6 seconds, the 2025 K5 FWD is quite a bit quicker in 0–60-mph acceleration than its AWD counterpart, which needed 8.3 seconds. Although the FWD model’s result is marginally quicker than the pre-refresh FWD K5’s 7.8-second 0–60 time, the AWD model is much slower than its predecessor, which did the sprint in a relatively quick 7.4 seconds.

Keeping the accelerator pinned brings the 2025 K5 FWD to the quarter mile in 15.7 seconds at 91.3 mph, bettering the earlier version’s 16.0-second, 87.4-mph result. In this test, the updated K5 AWD again proves slightly slower than before, crossing the line in 16.3 seconds at 87.9 mph now compared to 15.7 seconds at 88.8 mph previously.

Under full-force braking, the 2025 K5 FWD found a good advantage over its earlier equivalent in the 60–0-mph test, coming to a stop in 117 feet rather than 124 feet before. Yet the AWD model comes up a little short again, needing 118 feet instead of its predecessor’s 116.

In limit handling, the FWD K5 matched its earlier skidpad result of 0.83 g average, while the AWD K5 gave up some grip for 0.82 g average as opposed to 0.86 g average before. Sensing a theme here? On the figure-eight course, the 2025 K5 FWD posted a 27.3-second, 0.62 g average lap, only 0.1 second better than before. In the same test, the 2025 K5 AWD ran 27.5 seconds at 0.61 g average; the earlier version did 26.8 seconds at 0.64 g average.

Although it’s disappointing to see certain performance regressions in the more powerful 2025 K5, these results are generally class-competitive and reasonable for a midsize sedan. Drivers seeking quicker acceleration and higher grip can instead choose the K5 GT, which uses a turbocharged version of the 2.5-liter I-4 engine. In any case, numbers don’t define the driving experience, and some vehicles feel better than their testing suggests. However, the K5’s dull results from the track rather match its road manners.

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Driving the 2025 K5

At a standstill, the K5 looks like it's already moving forward, but getting it to actually do so is a chore. The car feels nonchalant as it pulls away from a stop and gradually gets up to highway speeds. As the engine revs rise, there’s some noise but thankfully not a significant amount of vibration in the cabin.

Brake pedal feel is weird. It’s spongy with a hesitant reaction to pressure and a noticeably slow release when lifting off. The firm, confident sensation of brake pads biting rotors only occurs at the bottom of the pedal stroke. This somewhat ambiguous feel makes smooth braking more difficult than it should be.

There's just not a lot of fun to be found in the K5. Its suspension rides nicely enough and takes the harshness out of impacts, but the chassis has a nose-heavy and slightly roll-prone handling demeanor that feels neither poised nor precise. The AWD system perhaps delivers a more balanced feeling when accelerating out of a corner, though it’s clearly set up to provide traction on slick surfaces rather than add excitement or grip.

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It Still Makes Sense

Part of Kia’s updates for 2025 were interior revisions, like tweaking the center console and making the touch-sensitive climate control panel easier to reach. Another appreciable change is the fitment of a standard 12.3-inch touchscreen running Kia’s latest infotainment software, which is considerably quicker to respond, more intuitively laid out, and better-looking than before.

The K5 has 46.1 inches of front legroom, a huge figure unmatched even by some large luxury cars. Appealing as that might seem to long-limbed drivers, putting the seat in a far-back position may put the steering wheel awkwardly out of reach, as it doesn’t telescope to the same extent. Folks of more average height will find plenty of space in the cabin, even in the second row, which has equally good materials and construction as up front.

Beyond the high quality, the K5 includes plenty of amenities and driver assist features for how much it costs. Dual-zone climate control, four USB-C ports, keyless entry with push-button start, adaptive cruise control, lane keep assist, and front and rear parking sensors are standard on all models. The range-topping EX FWD version we tested rang up for under $36,000.

Look past the K5’s uninteresting driving manners, and you’re left with a solid, practical, value-oriented, safe sedan. It certainly looks good, too, enough for that to be a valid factor in your purchasing decision—just don’t expect it to feel as exciting as its rakish exterior suggests. If you’d rather have actual sportiness than only the image of it, try something else.