First Drive: 2025 Kia K4

After the 2024 model year, we say goodbye to the somewhat funky yet appealing Kia Forte sedan (as well as its Forte5 hatch twin) – but that is not the end of the line for the world of Kia compacts as there is a new one coming for 2025 and it’s called the K4. Like the Forte, it’s a compact sedan with two transmission choices and two engine choices and it comes at a time where sedans and hatchbacks are giving up more and more market share to crossovers and SUVs. It’s Kia’s conjecture that there’s still an appetite for compact cars out there; certainly, the fact that over half of the mass market manufacturers that do business in Canada offer a compact sedan suggests that their hunch is correct.

Along with the new nomenclature, Kia has given their compact a radical redesign, highlighted by vertical headlamps that are connected by a light bar and recall the items seen on many Kia SUVs; this is the first time we’ve seen such a treatment on a Kia car. They are available in either three- or six-bulb for depending on which trim you select (LX, EX, EX+, GT-Line, GT-Line Limited) and they’ve made the transition to the K4’s smaller front fascia rather well. Other new touches include wheel choices in 16-, 17 and 18-inch sizes (those are limited to which trim you select, however; no micing and matching allowed), vertical taillights that are also connected by a light bar and a unique intersection of the c-pillar with the door below and hidden rear door handles. That feature is the highlight of a new styling language that Kia is calling “Opposites United” and while it takes a little getting used to the more I considered it as I photographed it, the more I started to like it. The same goes for the view from the rear although I was never quite able to shake the feeling that it’s quite reminiscent of the Polestar 2 EV. That’s not necessarily a bad thing, depending on how you feel about slightly derivative styling. Pricing starts at $23,995 at base, topping out at $34,495 for the GT-Line Limited; that means we are seeing a $2,900 jump at base over the ’24 Forte.

Inside, we don’t find quite as much of a stylistic departure. The lower dash is a fairly simply affair constructed from straight edges and right angles, although the upper dash turns the wick up a little by consisting solely of two 12.3” digital displays as standard. The gauge cluster will change slightly in colour and alignment depending on which drive mode you’ve selected (Normal, Eco or Sport) while the central display is home to wireless Apple CarPlay and Android Auto. A standard inductive charge pad ahead of the shift lever completes a wireless trifecta of sorts but if you prefer the wired approach, there are also four USB-C ports; two at the front, and two at the back.

While there’s a selection of seven exterior colours (mostly muted greys and whites, but there is a red and a blue option), inside there are three: grey cloth is standard fare, while upgrading to the EX+ provides grey synthetic leather and the GT-Line models get a black-and-white two-tone treatment. It’s OK, but I do wish there was just a little more flare here; perhaps a few more silver insert panels or maybe some red contrast stitching. As it stands right now even with a sunroof (standard on EX+ and up), it’s dark in here.

Dark it may be, but it’s also nicely roomy. Especially in the back seat, where occupants have the most legroom of any vehicle in the class and the headroom ain’t too shabby, either – especially with no sunroof, which is how our EX tester was specced. While the front seats are mounted a little low, they are overall quite comfortable and provide good cushioning and support. They also come heated as standard, as does the steering wheel – to two levels!

Heated seats and wheel are nice adds, but I do wish that auto climate control was available lower down the line; as it stands right now, you have to plump for the $31,495 GT-Line model in order to get the feature. The manual controls aren’t done by knobs, either, but by buttons and so it all takes a little more effort to operate. The GT-Line models get additional climate controls via a third 5” climate display nestled between the two main displays.

Speaking of the steering wheel: if it looks oddly shaped that’s because it is; it gets a flat bottom and top so as to provide a clear view forward and of the gauges ahead, as well as providing the driver with the ability to turn the wheel without bumping their thighs.

If the interior environs – is somewhat bland and taxi-cab spec – are built for comfort, then so too is the ride. The first three trims get MacPherson struts up front and a torsion-beam rear, while the GT-Line models swap that rear end for a multi-link set-up. In EX form, the K4 proved to be a properly smooth companion both around town in Austin and on the surrounding highways. Kia is clearly aiming this compact at slightly more mature drivers, folks that appreciate just a little more cushiness from their car.

The serenity is broken, somewhat, when it comes time to put the pedal to the metal. The first three trims get a 2.0-litre four-cylinder good for 147 horsepower and 132 pound-feet of torque, while the turbo engine on the top two trims is good for 190 hp and 195 lb-ft. Those are fine figures (though the turbo is a little less powerful here than it was in the Forte), but it’s more the EX’s intelligently-variable automatic transmission that caused me some chagrin. It’s just not that keen to accelerate even though the noise it makes under hard acceleration suggests that it is. It’s a little grating and I am curious to see how the turbo engine and its more traditional eight-speed auto goes about its business as a result.

All in all, though, the K4 is an example of a manufacturer that went out to do something a certain way, and hit their targets. Comfort, spaciousness and good standard tech offerings were the orders of the day, and the K4 offers all of that to (almost) a “T”. Looks pretty good while it’s at it as well.