What’s it all about?
Kia didn’t do itself any favours when it launched its piping-hot Stinger in September 2017 without across-the-board autonomous emergency braking (AEB). This meant that the two base models in the range, the four-cylinder 200S and V6-powered 330S, went to market with a dismal three-star safety rating.
It took until March 2018 production to correct the misjudgement. Now, all Stingers come with AEB and, as a consequence, a five-star ANCAP rating.
For this review, we have looked at the cheapest V6-engined (pre update) Stinger you can buy – the 330S – to see how the bang-for-buck adds up at “base” level.
Covering the extra safety cost has mean a $1000 price jump for 200S and 330S Stingers; from $45,990 to $46,990 pre on-roads for the former and from $48,990 to $49,990 for the latter. Ironically, our 330S review car predated the safety upgrade.
Apart from its lack of AEB, the 330S review car hardly felt like a price-leader. The interior, with its soft-touch surfaces and leather-look upholstery, exuded a proper sense of quality, while the power driver’s seat, sat-nav, dual-zone climate-control and centre rear air vents all helped lift the Stinger to a level appropriate for a price, before on-roads, of just under $50 grand.
On top of that, there’s the 330S’s stirring 272kW/510Nm 3.3-litre twin-turbo V6 that gets the benefit of launch control to wring the most out of its off-line acceleration, as well as a mechanical limited-slip differential to prove its handling/roadholding intentions.
Kia’s awesome seven-year warranty is a clear statement of the company’s product-confidence too.
If the Kia Stinger, particularly the V6 Stinger, is about anything, it’s about performance.
The company claims a 0-100km/h of less than five seconds, which places it in some heady territory. The Stinger’s rear-drive configuration is indicative of a desire to mix it with some of the bad boys from Germany.
Even though its realistic competitors might be Holden’s RS-V Commodore, Subaru’s 3.6R Liberty and Toyota’s V6 Camry – and, ironically, its 180kW Kia Optima GT stablemate – there are some Audis, BMWs and Benzes that could well fall within the V6 Stinger’s remit.
With its dynamics developed both on Germany’s Nurburgring and in Australia, the Stinger manages to nicely meld driver expectations with actual capabilities. As well as having phenomenal performance, it also steers, grips and rides harmoniously, yet is cosily accommodating and quiet for passengers too.
On top of that, it’s practical: The boot might lack a bit of height due to the Stinger’s low profile, but the hatchback layout means there’s plenty of width and depth to deal with what might, for a high-performance passenger car, seem an inordinate amount of luggage.
The Stinger went on sale in Australia in September 2017, in four-cylinder 200S, 200Si and GT-Line form, and the V6-engined 330S, 330Si and GT.
The 200S and 330S, with $1000 added to the price, gained high and low-speed AEB, smart cruise control and lane-keep assist from March 2018 production.
For disenfranchised old-school Commodore and Falcon buyers, the Kia Stinger will no doubt be on the radar. Although it pretty much equates the current five-door ZB-series Commodore in overall size, it’s also a close match to the previous VF series in wheelbase and track measurements and, like the new ZB, it boasts a five-door hatchback that makes it load-friendly.
The Stinger swallows less than the Commodore though. Expanding from 406 litres to a seats-folded 1114 litres, it’s well below the Holden’s 490-1450-litre volumes.
Unquestionably, the Kia is fundamentally a sporting passenger car more than it is a family hack. All-round passenger space is fine, apart from a shortage of rear-seat headroom, and the seats are well-bolstered and comfortable, more suited to four, than the five adults it will take at a pinch.
That sporting inclinations show up in towing capabilities though: The Stinger will only accept a trailer or caravan weighing a maximum of 1500kg where a ZB Commodore will cope with as much as 2100kg.
Even though the Stinger is touted by many, because of its rear-drive, as a substitute for previous-gen Commodores and Falcons it fits, despite VFACTS classification, into the mid-size category, from which no sales records have been forthcoming of late.
But the Kia’s essence is a bit different to that of most mid-sizers such as Mazda Mazda6, Toyota Camry and Subaru Liberty. It seems clear that the company wants to place the Stinger – even though it is related to economy cars such as the Picanto which can be bought, pre on-road costs, for less than $15,000 – higher in the aspirational stakes, knocking on the door of the premium class. It occupies a niche within a niche.
It’s almost impossible not to like the Kia Stinger. Although, in a way, it thumbs its nose at environmental factors (the 330S quotes a combined fuel consumption, on regular unleaded, of 10.2L/100km – which we managed to equate on test – and a CO2 output of 239g/km) it’s balanced, multi-mode suspension, capable eight-speed auto gearbox and potent engine make it a pleasure to drive.
At the same time, it is imbued with a sense of quality commensurate with its up-there pricing. Although the single-turbo 182kW/353Nm four-cylinder Stinger is fast enough (0-100km/h in 6.0sec, 8.8L/100km), the strenuous V6 version, even in base 330S form, is the real deal.
It is worth every cent of the $3000 premium imposed by Kia.
How much is a 2018 Kia Stinger 330S?
Price: $48,990 (plus on-road costs – and now priced at $49,990)
Engine: 3.3-litre six-cylinder turbo-petrol
Output: 272kW/510Nm
Transmission: Eight-speed automatic
Fuel: 10.2L/100km (ADR Combined)
CO2: 239g/km (ADR Combined)
Safety Rating: Three-star ANCAP (see text)