Kia K5 Winter Review: Real-World Experience in Cold Climates

What was worrying?

Truthfully, there was a fear about driving the Kia K5 in winter. The five-foot sedan sits with a ground clearance of about 165 mm, and from our measurements it didn’t look like a rugged winter warrior. The obvious concern was how it would handle snow removal and the conditions it would meet on local roads and rural tracks.

Second, the K5 seemed prepared for cold weather, but some features fell short in practice. For instance, in some spots the windshield heating wires stop about 15 cm short of the roof pillar, and remote starting does not activate the electric heater – it only starts the HVAC “stove” feature.

What’s the deal?

In general, the windshield is well heated by the wires. The bigger frustration came from the automatic defrost turning off every 5–10 minutes, which left wipers prone to freezing. The blades also wore out long before the first maintenance trip because the glass ended up smeared with winter reagent. Replacing the rubber blades wasn’t straightforward either since the right and left wipers in this model have different widths and profiles, making a cheap, non-original replacement harder to source.

The 2.0 naturally aspirated engine warms the cabin quickly and can heat the windshield without external power.

The climate control offers three performance modes. The author preferred Low because Medium and High can be noisy. In the “weak” setting, the rear windows tend to frost over in cold weather.

Remote start is useful because the engine warms rapidly, and a 10-minute cycle is enough to defrost the windshield with hot air at minus ten. Electronic engine thermostats help with this, though online reports of malfunctions persist. The team is continuing to monitor.

Getting into a car with clean glass but freezing cold seats remains uncomfortable. Even after turning on the heat, leather seats take longer to warm up.

How does it drive on snow and ice?

In terms of off-road capability, the K5 benefits from a flat underbody shield and a low cross-section that helps prevent getting stuck. It helps to deactivate traction control before heading into very rough conditions, something that’s easy to do with a simple, tactile button.

Access to service points is straightforward: there are hood hatches for the oil plug and the filter.

At the first maintenance check, the oil level sat midway on the dipstick, deemed normal during a break-in phase. Service costs ran around 12,000 rubles, with an extra 1,500 rubles for the engine air filter, replaced even though the factory recommends replacement later in the mileage interval.

The old‑fashioned converter of the automatic transmission was praised for its reliability in borderline situations, offering smooth disengagement and roll-out where button-based or rotary controls might struggle.

However, the 235/45 R18 tires proved too wide for winter use, lifting out of soft slush and struggling to bite in deep snow. A narrower 16–17 inch setup with a 215 mm tire might perform better in typical Canadian or American winter conditions.

Handling on slick surfaces was not the strongest point. Steering response felt similar to dry asphalt rather than ice, and the electric power assist offered limited feedback. In colder temperatures, the system produced a noticeable growl at times, which faded as temperatures rose.

Six months in, the cabin remained comfortable, and there were no surprsing creaks. Yet the glove box lighting remained dim even in higher trims—a curious cost-saving choice on a vehicle in this price bracket.

What confused?

A big question is why the K5 is a sedan rather than a liftback. The body shape hints at a large hatch opening, but the trunk lid lifts only partially. Snow that isn’t cleared from the lid can snowball back onto the glass and into the trunk.

The glossy black liner on the lid creates an illusion of a larger hatchback window, but it can cause issues: early models had water intrusion around the mounting. Later revisions kept things dry, but winter ice can still crack along the liner seams on rough roads.

Another practical flaw is the narrow passage from trunk to cabin. A wide, 80 cm mattress was slipped through with a tight fit. In short, the car would benefit from a larger, more convenient trunk passage, similar to the liftback design seen in some competing models.

What are the costs?

Winter weather surprisingly reduced fuel consumption from 8.87 L/100 km to 8.7 L/100 km. Yet a substantial portion of the savings came from off‑road use. The K5 remains enjoyable on highways, and the driver’s seat is comfortable on long trips.

That said, six months of ownership in a model that has gained substantial attention means many issues are likely to be resolved in time. Some concerns arise around the anti‑corrosion coating on the underbody, which may affect long‑term durability.

Kia K5, 2.0 (150 HP), A6

• Manufacturer — Kia Motors Russia and CIS
• Year of issue — 2021
• In operation — from September 2021
• Mileage at time of report — 18,000 km

Operating and maintenance costs (5,000–18,000 km)

• Maintenance costs: 5,000–8,000 km 12 492
• Of which for petrol (AI‑92, average consumption 8.87 L/100 km) 12 492
• Maintenance costs: 8,000–18,000 km 56 090
• Of which for petrol (AI‑92, average consumption 8.70 L/100 km) 40 890
• Lynx wiper blades 1 700
• TO-1 13 500
• General expenses 68 582
• Cost 1 km running 5.28

* Excluding OSAGO and hull insurance.

In our Park ZR section readers can ask a question about the operation of this editorial car.

• Read here all the differences between Kia K5 and its predecessor Kia Optima.
• Car accessories are affordable and provide real benefits. Consider windscreen drainage, hood and trunk stoppers, and radiator guards.
• Driving can also be read on Viber.