2018 Kia Stinger GT 1548
2018 Kia Stinger GT 1662
2018 Kia Stinger GT 3815
2018 Kia Stinger Si 03
Sam Charlwood22 Sept 2017
REVIEW

Kia Stinger 2017 Review

Cast aside any preconceptions; Kia has developed a genuine game-changer
Model Tested
Review Type
Local Launch
Review Location
Canberra

Enter the new guard. On the eve of Australia’s car manufacturing shutdown, an unlikely large-car successor has landed at our feet. The new Kia Stinger, and specifically, the performance-oriented GT, promises to appease rear-drive sedan enthusiasts long into the future. Priced from $48,990 in twin-turbo V6 form, it brings new character traits to the otherwise waning large car segment.

The Australiana test
You get the feeling the new Stinger could be the beginning of something quite big for Kia.
It is also an exercise fraught with danger. The large car segment is in decline, and even the most ardent sedan enthusiasts have shown they will turn the way of the SUV or dual-cab ute if the right opportunity arises.

As for Kia? The Korean maker has been better associated with Seoul than soul to this point, so a sports sedan seems like an illogical fit. Fortunately, it has pushed the envelope with its highly-touted Stinger, available in showrooms from this month.

The swoopy Stinger arrives in Australia promising to prolong our love affair with rear-drive, affordable performance sedans – thanks to a similar injection of sportiness. The newcomer also threatens to impact sales of the all-new, imported (non-rear-drive) Commodore from Germany.

2018 Kia Stinger GT 1662

The six-model Stinger range starts at $45,990 (plus on-road costs) for the 182kW/353Nm turbo-petrol four-cylinder, and $48,990 (plus on-road costs) for the 272kW/510Nm twin-turbo V6. As our pricing story attests, these cars are seriously on the money with their equipment and technology repertoire.

While locally, the new Stinger’s modus operandi is to lure freed-up (and cashed up) Commodore and Falcon buyers in their droves, it is worth borrowing some context from Europe, where the Stinger’s design was first conceived. There, it has been developed as a direct rival to Audi, BMW, Jaguar, Mercedes-Benz and Alfa Romeo.

With the help of some big-name execs – former BMW M boss Albert Biermann and ex-Audi design boss Peter Schreyer included – the Kia does quite a strong impression of considerably more expensive counterparts, but Kia Australia isn’t as concerned with those marques. They’re instead convinced they have a cult large-car classic on their dealer lots.

In fitting with the Kia’s positioning Down Under, motoring.com.au decided to apply The Australiana test to see how the Stinger will fare in an already tough segment.

First impression
Sliding into the Stinger’s cockpit for the first time is likely to be a pleasant surprise for long-time Falcon and Commodore owners.

Even in base model form, the interior is lavish, well-equipped and comfortable. The driver’s seat is low slung and within reach of the key instruments; there is adequate storage and cubby spaces, and the seats offer decent long-journey amenity.

Presentation is a strong point considering the price – even on the base-model cars – thanks to a mix of surface treatments, an easy-to-navigate digital instrument cluster read-out and the placement of an eight-inch screen (seven-inch on both the four-cylinder and V6 base models) atop the centre fascia.

2018 Kia Stinger GT 0388

Related reading:
Australian police eyeing off Stinger pursuit vehicle
The best and worst of Kia Stinger

The Kia’s safety credentials are extensive – particularly if you go above the standard S models, which miss out on much of the active safety tech including automated emergency braking. In all Stinger models you get a reversing camera, seven airbags, three child restraint points (two ISOFIX) and stability control, traction control and ABS.

The silver lining with the Stinger – along with every other Kia – is a seven-year warranty and seven-year capped price servicing program.

2018 Kia Stinger GT 0444

Will it fit half my house and the rugrats on a trip away?
On the whole, yes.

The rear seat doesn’t quite sprawl off into the distance as you might expect. There is adequate knee and shoulder room for two grown adults, but toe room under the seats is snug and the Stinger’s tapered roofline does impose some restriction on headspace.

Making up for this though are split-folding rear seats, rear air vents, and USB/12-volt outlets, plus a centre arm rest with cupholders.

We can’t speak too much for how the Stinger would fare lugging all the paraphernalia in the boot. In isolation, the 406-litre cargo space appears ample, though we’re less convinced by the 75kg down ball rating (matched by a 1500kg braked towing capacity). A space-saver spare is offered standard.

2018 Kia Stinger GT 8846 5fy7

How’s she go?
Surprisingly well, actually.

If you imagine the Stinger as a sports sedan, or grand tourer, it is pretty well bang on the money. Think finessed handling, terrific open-road comfort and a good deal of street presence.

The V6 engine is strong on paper. It reaches its peak 272kW from 6000rpm and 510Nm from a lowly 1300rpm, equating to an official 0-100km/h time of 4.9 seconds (with launch control engaged). The more telling factor is the V6’s roll-on acceleration, which is enough to imbue occupants with clammy palms and white knuckles on the right bit of back road, and helps temper a dearth of low-range immediacy.

2018 Kia Stinger Si 03

Similarly, the entry-level four-pot is a compelling option, offering a credible, 182kW and 353Nm. It gets down to business early in the rev count, feels refined and useable, though can be prone to more breathlessness at the upper end of the dial.

Neither engine will excite your wallet nor the environment, compared with the latest European drivetrains: the V6 has a combined fuel claim of 10.2L/100km, the four-cylinder 8.8L/100km.

On both engines, the Stinger’s in-house gearbox is an obvious weak point, slurring between shifts and missing out on a strict manual mode. Instead, you can use the steering wheel paddle shifters to control the ratios, but the system will eventually override to self-changing when left untouched or when reaching redline. (We later discover you can have a manual mode in the gearbox, but you need to properly disengage stability control by turning the systems off, and then performing a launch control sequence.)

Neither engine was particularly enticing from a noise and theatre point of view, either. Victorian-based Lumen Group, the same supplier of HSV’s exhausts, has developed a bi-modal system for the V6; here’s hoping they can eke out some more character.

2018 Kia Stinger GT 0460

Track warrior or backroad blaster?
The Stinger’s 2905mm wheelbase works heavily in its favour on pitted country backroads, allowing its 1780kg frame to soak up imperfections adeptly while maintaining a good deal of body control through tight and fast corners.

These traits are reinforced by excellent bump suppression and noise absorption qualities, particularly on the base model S variants employing a fixed damper set up on MacPherson strut front suspension and Multilink rear, plus 18-inch wheels and tyres. The higher spec adaptive suspension on Si, GT and GT Line models didn’t feel as well rounded by comparison, with negligible difference between Comfort and Sport modes and more pronounced thuds through the upgraded 19-inch wheels.

On longer radius turns, the Kia is less sure of itself than, say, Holden’s Commodore SS; it will often have a couple of goes at shifting its weight onto the outside wheel, and even then, doesn’t simply hold and grip like the Australian.

2018 Kia Stinger GT 3815

In saying that, there is an air of user-friendliness about the Kia. At no point, even when pressing on, does it feel as though it will chew you up and spit you into the weeds. Its braking package delivers no nasty surprises on road, and when driven consistently – trail braking, linear steering inputs, gradual throttle applications – the Kia delivers fun-factor in a big way.

Furthermore, the steering is fast in its response, reflecting a minimum 2.4 turn lock-to-lock ratio, but it doesn’t quite garner the same level of feel and feedback as Holden’s brilliant locally-calibrated system, or even better, BMW’s finest. The electrically-assisted tiller is immune to mid-corner kickback.

What is clear during our first foray: the Stinger is no scalpel around the race track. Body roll is a constant, as is diagonal pitch and even squatting under power; but even on the ragged edge, the Stinger’s frame responded with smooth, linear actions, controllable levels of oversteer and admirable composure.

2018 Kia Stinger Si 2559

On the track the Stinger’s brakes are prone to fade and a long pedal action after a couple of laps. Perhaps this became the result of back-to-back track lapping. More evident in warm-up laps is the car’s propensity to squirrel under heavy braking, though it is never a major detraction.

In summary, all the basics of an occasional track machine or backroad punter are there, even if Kia Australia cheekily fitted our track vehicles with up-spec Michelin Pilot Sport 4 S rubber. Cue the rumoured hardcore GT R…

Can you rip skids in it?
It would be remiss of us not to uphold this proud hooligan tradition, and we’re happy to report, that yes, the Stinger will happily wag its tail.

On the well-known fishhook bend at Goulburn’s Wakefield Park, it is possible to hold a slide for several seconds so long as you remember to upshift before the Stinger reaches its 6250rpm cut out. Doing so brought all sideways proceedings to a rude halt.

2018 Kia Stinger Si 2663

Will it happily replace my V8 Commodore?
Wow, this is where opinion diverges. Truth is, the Stinger is a decidedly different flavour to the Commodore. A more refined, more tech-savvy Commodore, and significantly, a slightly less emotional and involving tribute.

In many ways, we only realise now just how good we have had it in Australia.

Fortunately, Kia’s newest offering keeps the dream alive.

2018 Kia Stinger Group 2947

2017 Kia Stinger (four-cylinder) pricing and specifications:
Price: $45,990 (200S), $52,990 (200 Si), $55,990 (GT-Line), plus on-road costs
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 182kW/353Nm
Transmission: Eight-speed automatic, RWD
Fuel: 8.8L/100km (ADR Combined)
CO2: 201g/km (ADR Combined)
Safety rating: Five-star ANCAP

2017 Kia Stinger (six-cylinder) pricing and specifications:
Price: $48,990 (330S), $55,990 (330Si), $59,990 (GT), plus on-road costs
Engine: 3.3-litre V6 twin-turbo petrol
Output: 272kW/510Nm
Transmission: Eight-speed automatic, RWD
Fuel: 10.2L/100km (ADR Combined)
CO2: 239g/km (ADR Combined)
Safety rating: Five-star ANCAP

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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
81/100
Engine, Drivetrain & Chassis
16/20
Price, Packaging & Practicality
16/20
Safety & Technology
17/20
Behind The Wheel
17/20
X-Factor
15/20
Pros
  • V6 punch
  • Smart, contemporary packaging
  • Proper rear-drive dynamics
Cons
  • Sound and theatre
  • Unintuitive automatic gearbox/no manual
  • Jury out on adaptive suspension
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