The Kia K5 Just Got a Little Bit More Expensive for 2026
affordable used cars disappearing
and new car prices creeping ever higher, cost-conscious consumers are looking for
cheaper options
. The
Kia K5
is one of those affordable cars, but buyers will have to pay a bit more for the 2026 model. Kia is increasing the sedan's price by $420 on every trim.
The 2026 K5 will now start at $28,565 (all prices include the $1,175 destination charge). The range tops out with the EX, which now costs $36,065 to start, following a
$5,000 price increase for 2025
. However,
Kia
coupled the added cost last year with a ton more standard kit, adding Bose stereo, a 10-way power driver's seat, a heated steering wheel, power folding mirrors, and more.
Trim
2025
2026
Price Change
K5 LXS FWD
$28,145
$28,565
$420
K5 GT-Line FWD
$29,145
$29,565
$420
K5 GT-Line AWD
$30,745
$31,165
$420
K5 GT FWD
$34,245
$34,665
$420
K5 EX FWD
$35,645
$36,065
$420
2026 Kia K5 Changes
The 2026 K5 largely carries over unchanged from 2025. There are five trims available, four of which are front-wheel drive. Kia offers the GT-Line with all-wheel drive for $31,165. However, there is a small tweak to the K5 lineup—the GT no longer features the GT logo on the brake calipers.
Under the hood, the K5 GT continues to feature Kia's turbocharged 2.5-liter four-cylinder, which produces 290 horsepower and 311 pound-feet of torque. The rest of the lineup gets the naturally aspirated 2.5-liter four-cylinder, making 191 hp and 181 lb-ft and paired with an eight-speed automatic transmission. The GT benefits from an eight-speed dual-clutch gearbox.
Kia K5 Sales Rebound
The slight price increase shouldn't deter buyers looking for value.
K5 sales have been strong so far this year
, rebounding from 2024 and the launch of the 2025 refresh. The K5 is already on pace to surpass last year's sales, and it could beat 2023's as well. The automaker is on track to sell just under 70,000 K5s this year, which is still well under the 92,000 sold in 2021.
Kia Keeps 2026 Prices Steady:
The 2026 Kia Seltos Is Cheaper Because of This One Change
Some Kia EV9 Trims Are Way Cheaper for 2026
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Los Angeles Times
6 hours ago
- Los Angeles Times
The U.S. has long wanted to sell more cars in Asia. Do Asian consumers want them?
SEOUL — In the early 2000s, an observant driver might have noticed an unusual sight on South Korean streets: Some of the police cars were American-made Ford Tauruses. Although South Korean patrol cars were normally supplied locally by Hyundai or Kia, the Tauruses were there as a goodwill gesture from the South Korean government, which bought 100 of them in 2002 to mollify American automakers and political leaders upset about the lopsided reality of the automotive trade: South Korean cars sold to U.S. consumers then were subject to a 2.5% tariff rate, but American cars were hit with 8% — and faced a host of complex regulatory hurdles to boot. As a result, in 2000, 570,000 South Korean cars were imported by the U.S., versus just 2,500 in the other direction. Thanks to a 2012 free trade agreement, neither country levied a tariff on the other's cars for nearly a decade. But the one-sided flow hasn't changed. Last year, South Korea exported 1.5 million cars to the U.S. to the tune of $37.4 billion, but South Koreans bought just about 47,000 vehicles worth $2.1 billion from the U.S. Righting this disparity, as well as similar imbalances with countries such as Japan, has been a focal point in President Trump's ongoing trade war. 'Perhaps worst of all are the non-monetary restrictions imposed by South Korea, Japan and very many other nations,' Trump said as he announced his 25% tariffs on all foreign-made automobiles in April. He isn't the first president to blame unfair trade relationships for America's lagging car exports. Obama, during his term, made removing trade barriers such as regulatory hurdles a centerpiece of his agenda to boost American exports. But in Asia, analysts and consumers tell a different story, which they have been telling for years: They're just not that into American cars — and neither government campaigning nor increased market access will probably change that. Leon Cheng, an automotive expert at Singapore-based consultancy YCP, puts it this way: 'The deeper issue is product fit, not paperwork.' In the U.S., cars have been getting bigger, more expensive and more polluting in the last several decades — all the things that make for a tough sell to Asian consumers. *** At first glance, Vietnam may appear to be one Asian market where American cars are due for a boost under Trump's trade regime. Under the trade deal reached by the two countries this month, the Trump administration agreed to cut the previously announced 46% tariff rate against Vietnam to 20%, securing in return 'preferential market access for U.S. goods, including large-engine cars.' American-made sport utility vehicles, 'which do so well in the United States, will be a wonderful addition to the various product lines within Vietnam,' Trump said. While the fine print of the agreement is yet to be finalized, vehicles in this category are expected to be granted a 0% import duty — a significant drop from the 70% rate they faced before. More than 340,000 passenger vehicles were sold in Vietnam last year — a 12.6% increase from the previous year — and part of that is the growing appetite for both bigger and foreign cars. Even so, Cheng doubts that American SUVs will be flying off dealership floors in a country where roads are congested with motorbikes, and the average monthly income is around $300. 'Vietnam's car market looks booming in headline numbers, but it is still tiny on a per-capita basis. Only about 9% of households own a car, and almost 90% rely primarily on two-wheelers [like motorcycles and mopeds],' he said. 'Within that small car-owning slice, shoppers gravitate to what fits narrow city streets, tight parking bays and family budgets: Thai-built Toyota Fortuners, Korean Hyundai Santa Fes, or hometown hero VinFast's mid-priced EV crossovers. U.S. nameplates are curiosities.' And other obstacles remain, such as a valued-added tax (VAT) or a 50%-to-60% special consumption tax applied to all bigger engines, so SUVs shipped from the U.S. are a poor sell. 'The Explorer or Tahoe that cost roughly US$82,000 on the showroom floor last spring may fall to the low-60s,' Cheng said. 'Cheaper, but still a luxury purchase in Vietnam's price-sensitive market.' *** In Japan, which has a well-developed car culture, there are other barriers. Despite Trump's charges of unfairness, Japan has in fact kept tariffs on American cars at zero since 1978 in contrast to the U.S.' 2.5%, and now, 25%. But several non-tariff trade barriers exist, such as different EV charging standards that effectively disadvantage American cars, or a requirement that all cars be equipped with an automatic emergency braking system. Experts say the deeper issue is that Japanese consumer tastes, which have long favored compact cars suited for denser urban environments, are poorly reflected in American automakers' bulkier product lines. 'Many people say that [American cars] don't fit in parking lots or 'are difficult to handle on narrow roads,'' said Felipe Munoz, an analyst at automotive research firm JATO Dynamics. 'American cars are often perceived as 'hobby cars' or 'cars for a niche audience.'' In order to register new vehicles, Japanese drivers are required to obtain verification that they have access to an adequate parking space from the police. But with spaces much smaller compared with those in the U.S., around 40% of the Japanese automobile market is held by the kei car, a type of minicar unique to the country that the Japanese government has also promoted with tax benefits. This, along with strong brand loyalty for domestic players, has led to foreign cars making up less than 10% of the Japanese auto market, with German manufacturers taking the lion's share of that slice. Last year, only 0.3% — or around 16,000 — of all car sales were from American brands, according to the Japan Automobile Importers Assn. Ultimately, the biggest source of U.S. automakers' woes in Japan, according to Takeshi Miyao, a Tokyo-based auto analyst, is failing to adapt to local consumers. While European automakers such as Mercedes, for example, have been proactive in making adjustments like offering their cars in right-hand drive — the standard in Japan — American competitors have historically been reluctant to do so. 'The infrastructure in Japan cannot be adjusted,' Miyao said. 'U.S. carmakers do not have the car variations suited to the Japanese market, and they haven't put much effort into marketing. On the other hand, German carmakers put in very hard work into the Japanese market. For example, Mercedes-Benz Japan was planning a car that would sell in the Japanese market in more than 15 years.' 'Even if all the non-tariff barriers to foreign automobiles in Japan were abolished, U.S. cars still wouldn't be popular,' he added. *** The situation is similarly dim in South Korea, despite the fact that there are fewer obstacles to American cars than in Japan. 'There aren't many trade barriers — tariff or non-tariff — left to speak of,' said Lee Hang-koo, a researcher at Korea Automotive Technology Institute. 'But U.S. automakers haven't put in much effort at all in terms of marketing or appealing to South Korean consumers. Instead they keep shifting the blame to unfair trade practices.' The Free Trade Agreement signed by former President George W. Bush in 2007, which went into effect five years later, has kept cars tariff-free for both sides since 2016. And subsequent renegotiations of that agreement have eased the majority of regulatory barriers that remained, such as rules for safety or emissions testing. Under the latest terms, renegotiated during Trump's first term, up to 50,000 American-made vehicles can be imported into South Korea without undergoing additional local safety testing. These rules have been applied liberally, with South Korean regulators approving American cars with red brake lights despite criticisms that they are confusing to local drivers accustomed to amber ones, and allowing certain Tesla models on the roads even though they do not meet local standards for emergency escape systems. But American automakers have struggled to make the most of this exemption. Last year, they sold just over 40,000 units in the country — about 15% of the overall foreign car market, according to data from the Korea Automobile Importers and Distributors Assn. And even then, more than half of those were Teslas. While American business representatives have complained about South Korea's broader emissions standards, which are stricter than those in the U.S., Lee points out these aren't easy concessions to make: A Constitutional Court ruling last year found South Korea's current climate targets were inadequate, meaning emissions standards will probably have even less wiggle room going forward. 'The problem is that with the exception of Tesla, American car companies keep trying to export gas guzzlers that South Koreans won't buy when they should be trying to sell more electric vehicles,' Lee said. For South Korean consumers sensitive about the country's high gas prices, fuel economy is oftentimes the biggest dealbreaker — even if they feel otherwise favorable toward American cars. 'American cars have a unique appeal, they have a clear design philosophy and rich history compared to South Korean cars, which feel a bit too bland for me,' said Hong Seung-ki, a 38-year-old musician living in Seoul. Hong drove a gun-metal gray Ford Mustang, which he loved, for years. Now, after a brief switch to a Hyundai, he rides a motorbike. 'I'd only buy another American car if I were rich. Right now, I don't think I could afford to have one as a daily driver,' he said. 'Compared to domestic cars in a similar price range, they just don't have as many features and there's just too big of a cost differential when it comes to general maintenance like aftermarket service.' As in Japan, there is the strong impression that American car companies — even those with a production base in the country — have come to see the South Korean market as an afterthought. Despite demands from their local labor union to shore up their thinning service center network and target the local market more aggressively by shifting EV production to their two South Korea plants, GM Korea exports nearly over 90% of the Chevy Trax and Trailblazer it produces here overseas, with most going to U.S. consumers. To many, it's a signal that American car companies have largely thrown in the towel. *** Still, there is a smattering of success stories that may offer hints as to how American automakers, losing the fuel economy battle to domestic competitors and the prestige market to European ones, might survive in Asia. In Japan, it has been the surging popularity of Jeep, which has been praised for adapting to local specifications with right-hand drive options and size adjustments. In Vietnam, it is the Ford Ranger, which has dominated the pickup segment and, despite being built in Thailand, is a testament that American designs can still land with the right niche. In South Korea, the Ford Taurus found some modest success following the government's promotional push in the early 2000s. But Lee would point to another defining import of that era: the PT Cruiser, Chrysler's much-mocked oddity that unexpectedly won a cult following in the country. 'It was a strange-looking car with a roly-poly exterior, but it had a lot of space inside and there was nothing in South Korea that could compete with it in its segment,' he said. 'Somehow, it just worked.'
Yahoo
21 hours ago
- Yahoo
Kia on a charge with EV3
EV3 registrations in the South Korean market totalled 12,525 units in H1 of which 1,884 were sold last month. And even though this means the car was down in 22nd place, that's almost double the YtD volume of the Hyundai Ioniq 5. How about the Ioniq 9? Its tally is 3,608, while 3,277 examples of the new EV4 were delivered. Meanwhile, 59,129 units of the Kia Sorento found buyers, making it the country's number one model. KAIDA does not break out data by power source, so while the Kia Ray (25,269) and Genesis G80 (22,201) also put in good numbers, we don't know how many of each were the electric variants. Generally speaking, Korean buyers are not yet embracing EVs in a major way, leading local OEMs to channel lots of production towards Europe. Especially as both American and Chinese buyers are generally indifferent to HMG's brands' cars-with-cords. The top-selling EV for private buyers in Britain If we are still in a phase where EVs are but a small part of the global car market then no-one has told British buyers. Kia is doing especially well, the EV3 ending H1 as the country's most popular electric passenger vehicle at a retail sales level. Kia did in fact set a new record of 62,005 combined liquid-fuel and electrified cars and SUVs in the year to the end of June. Which as of now makes it the UK's number three brand, 1,600 vehicles clear of Ford and 5,700 behind BMW with VW (94,156) way out in front of both. Let's see what happens during the next few months though, as both Ford (10,204, +20.1%) and, unusually, Hyundai (10,109, +9.9%) beat Kia (10,043, -2.7%) in June. Battery models have risen to now make up one quarter of the British market for new vehicles. With the government handing out GBP650 m in fresh subsidies to those rich enough to buy a new EV, registrations could surge. And that will be great news for the nation's number one Korean make. Kia's big ambitions for EVs Already, the EV3's 6,293 sales are a little more than one tenth of Kia's total. And while the Sportage is well loved (23,012 sold between 1 January and 30 June with a freshened model available soon) there is no electric variant. This brand is smart enough not to have gone all-in on EVs, instead slowly-slowly readying itself and buyers for the eventual era when IC-only passenger cars will no longer be available. Here in Britain, that situation is within sight so all these new EV-plus-one-number models are poised to become a potential major force. It was as long ago as October 2023 when the world first saw the EV3, and, at 4.3 m long, presently the smallest Kia on a native-electric architecture. An EV2 is in development and an EV1 might well follow closer to 2030, while the EV6 has just been facelifted and EV4 build starts at the Žilina factory in Slovakia as soon as next month. EV1 to EV9? Things have, however, shifted somewhat since Kia Corporation held its EV Day only 21 months ago. Back then, existing and confirmed future models were EV3, EV4, EV5, EV6 and EV9 with a stated goal of offering 15 EVs by 2027. Annual sales of one million electric Kias by 2026 was a further ambition. That would have accounted for 25 percent of the company's total forecast of passenger vehicle production. Then by 2030, this was to be 1.6 million units per annum. Heady stuff, those goals. However, The Trump Administration, a flood of cheap EVs in China and general volatility for interest in electric cars the world over have combined to Kia Corporation revise its outlook. Demand continues to see-saw throughout Europe and Asia while a further downturn in North America is forecast. Build in Korea, and soon, in the USA We west Europeans are pretty much the main target for the EV3, the UK being the region's second largest market for electric cars. Not that Kia builds it here; instead Autoland Gwangmyeong is the lead plant, producing both LHD and RHD examples. Also known as Gyeonggi No 2, this facility now manufactures only EVs following a temporary idling and refit in 2023. The small-to-medium-sized SUV will also be made at Kia's Monterrey factory in Mexico, the specially modified EV3 for North America having a third, lower case letter (SVm) in its codename. Both are based on HMG's E-GMP and have a 400-volt electrical architecture whereas the larger EV6 and EV9 each have an 800-V one as well as a rear-biased drive system. While the model is still a fairly new addition to the line-up for the UK, it dates to a world debut at the Busan motor show 13 months ago. South Korea was the first market (July 2024) with sales in LHD European countries commencing in the final quarter of last year. And as was recently confirmed, the EV4 and EV5 are both coming to Europe within the next six to twelve months. Roominess as standard Anyone familiar with even the EV9 or just-facelifted EV6 will still find the EV3 to be a new kind of Kia. Compared to something like the Ceed it's completely different and that includes not just the way it looks and drives but how the interior is laid out. In common with the similarly proportioned VW ID.3, there is a vast amount of space in a package that's bigger than a Polo yet smaller than a Golf. Drive is to just the one axle - the front one - though a two-motors all-wheel drive GT variant is said to be on the way. The wheelbase, which is 2,680 mm, helps explain how HMG created a car which is 120 mm shorter than the e-Niro yet has oodles of room for legs. The dashboard, seats, door cards, even the headlining look like next generation components and have strong links to existing electric Kias such as the EV6 and EV9. Kia specifies a 150 kW (204 PS) and 283 Nm motor for all variants but with two battery choices, those being 58.3 kWh or 81.4 kWh. Not that you can see any of the major drive system parts: lifting the bonnet reveals mostly lots of black plastic shielding. There is however a small boot, its 25 litres of capacity being only just enough to hold the charging cables. The luggage bay, on the other hand, is big, with an official volume of 460 litres. Typically electric: heavy, even in base form I had only a brief drive of the EV3 and it did impress, even if the ADAS can be a touch too-keen. Happily, real buttons exist to deactivate Lane Assist. This being a heavy car for its size - 1,750-1,850-ish kilos depending on the battery - the ride is nicely smooth but the steering could do with a little more in terms of a direct feel. It's brisk enough, though top speed is a mere 106 mph or 170 km/h and the best range is an indicated 350 miles, that being for ideal conditions with the larger battery. If you're wondering about their chemistry, that's NCMA. These nickel-cobalt-manganese-aluminum lithium-ion cells were developed via a joint venture between Hyundai Motor Group and LG Energy Solution. Kia Corporation is hoping for peak global sales of 200,000 cars annually, of which 25,000-30,000 should be in South Korea. The way things are going, 2026 could see that achieved, things being helped along greatly by the European region, with the UK likely to remain an especially strong market."Kia on a charge with EV3" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Car and Driver
a day ago
- Car and Driver
2026 Hyundai Venue Review, Pricing, and Specs
Overview The Hyundai Venue is at least a half-foot shorter than any other subcompact SUV on the market. It also costs several thousand dollars less than most of its competitors, yet it doesn't feel cramped or cut-rate. The cabin design is simple and smart, with several places to store small items and an easy-to-use infotainment system that supports smartphone mirroring. The Venue's tidy dimensions and responsive steering are boons for those who regularly weave through city traffic but less than ideal for highway commuters, who will have to make constant corrections when the wind buffets this featherweight off course. They're also liable to curse the modestly powered four-cylinder during merging and passing attempts, as the Venue takes its sweet time getting up to speed. But that's often the price you pay for a good price. Expert Tip: For about the same money, a base Kia Soul gets you more space, power, and style than the Hyundai. What's New for 2026? The Limited trim is gone, leaving just the SE and SEL. The latter (now the lineup topper) gains some equipment: wireless device charging, heating for the front seats and side mirrors, and two-tone paint options. Pricing and Which One to Buy The price of the 2026 Hyundai Venue is expected to start around $22,000 and go up to $24,000 depending on the trim and options. SE $22,000 (est) SEL $24,000 (est) 0 $10k $20k $30k $40k The SEL is worth the splurge. It improves on the base model with automatic climate control, heated front seats, proximity keyless entry, and blind-spot monitoring. Engine, Transmission, and Performance Engine: 121-hp four-cylinder 121-hp four-cylinder Transmission: continuously variable automatic (CVT) continuously variable automatic (CVT) Drivetrain: front-wheel drive Powered by a 121-hp four-cylinder engine, the Venue feels sufficiently motivated around town but has a complete lack of passing power on the highway. A CVT sends torque exclusively to the front wheels; all-wheel drive isn't an option. We find the Venue is best suited for short commutes across town rather than long highway trips. It feels agile in traffic, largely thanks to its tidy dimensions and reactive steering. On the highway, though, this subcompact SUV needs regular attention to stay in its lane. 0–60-MPH Times C/D 60-mph Test: 8.5 seconds In Comparison: With our test gear attached, a Venue took a leisurely 8.5 seconds to reach 60 mph. Still, it's quicker than the Nissan Kicks. View Photos Hyundai Fuel Economy and Real-World MPG C/D 75-mph Highway Fuel-Economy Test : 31 mpg 31 mpg EPA City Rating : 29 mpg 29 mpg EPA Highway Rating: 32 mpg The EPA hasn't yet released fuel-economy information for the 2026 Hyundai Venue, but the ratings shouldn't change. The 2025 model earns estimates of 29 mpg in the city and 32 mpg on the highway. Those numbers are slightly worse than those of the Nissan Kicks, which has estimates of 31 mpg city and 36 mpg highway. On our 75-mph highway fuel-economy test route, the Venue saw 31 mpg—1 mpg short of its EPA highway rating. For more information about the Venue's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo First Row: Despite its diminutive dimensions, the Venue has a roomy cabin. The design isn't flashy, but the interior is well assembled and fitted with sturdy switchgear and an attractive gauge cluster and infotainment system. Heated seats and single-zone automatic climate control are available in the SEL, but you won't find things like a heated steering wheel or head-up display in any Venue. Second Row: The back seat is spacious for a subcompact SUV but not necessarily for a person over six feet tall. Cargo Capacity: With the 60/40 split-folding rear seats in use, the Venue has 19 cubic feet of cargo room. That volume increases to 32 cubes when the back seat is folded flat. View Photos Michael Simari | Car and Driver Infotainment and Connectivity Infotainment: 8.0-inch touchscreen 8.0-inch touchscreen Connectivity: Bluetooth, wireless Apple CarPlay and Android Auto compatibility Bluetooth, wireless Apple CarPlay and Android Auto compatibility Audio System: 6-speaker stereo Every Venue comes with a user-friendly 8.0-inch touchscreen with Apple CarPlay and Android Auto capability. The interface has attractive menus that quickly responds to inputs, and there are useful volume and tuning knobs below the screen. A six-speaker audio system is standard on all trim levels. Safety and Driver-Assistance Features Hyundai outfits every Venue with a few driver-assistance technologies, including automated emergency braking and lane-keeping assist. Adaptive cruise control is unavailable, though. Standard Safety Features: automated emergency braking, lane-keeping assist, automatic high-beam headlights automated emergency braking, lane-keeping assist, automatic high-beam headlights Optional Safety Features: blind-spot monitoring, rear-cross-traffic alert For information about the Venue's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Warranty and Maintenance Coverage Hyundai is a leader in warranty and maintenance coverage, offering longer terms than most other automakers. Limited Warranty: five years or 60,000 miles five years or 60,000 miles Powertrain Warranty: 10 years or 100,000 miles 10 years or 100,000 miles Complimentary Maintenance: three years or 36,000 miles C/D Test Results and Specs We test every vehicle we can. Data in the chart below may be for a different model year if the model remained unchanged from when we last tested it. Specifications Specifications 2020 Hyundai Venue VEHICLE TYPE front-engine, front-wheel-drive, 5-passenger, 4-door hatchback PRICE AS TESTED $23,170 (base price: $18,470) ENGINE TYPE DOHC 16-valve inline-4, aluminum block and head, port fuel injection Displacement 98 in3, 1598 cm3 Power 121 hp @ 6300 rpm Torque 113 lb-ft @ 4500 rpm TRANSMISSION continuously variable automatic CHASSIS Suspension (F/R): struts/torsion beam Brakes (F/R): 11.0-in vented disc/10.3-in disc Tires: Nexen N'Priz AH8, 205/55R-17 91H M+S C/D TEST RESULTS Rollout, 1 ft: 0.3 sec 60 mph: 8.5 sec 100 mph: 28.4 sec 110 mph: 42.9 sec Rolling start, 5–60 mph: 9.0 sec Top gear, 30–50 mph: 4.5 sec Top gear, 50–70 mph: 6.2 sec ¼-mile: 16.7 sec @ 83 mph Top speed (C/D est): 115 mph Braking, 70–0 mph: 162 ft Roadholding, 300-ft-dia skidpad: 0.82 g C/D FUEL ECONOMY Observed: 28 mpg 75-mph highway driving: 31 mpg Highway range: 360 miles EPA FUEL ECONOMY Combined/city/highway: 30–32/27–30/34–35 mpg More Features and Specs
