Anyone who likes to cook knows itâ€™s rare to get a new dish right on the first try. It usually takes a few tweaks to reach perfection, no matter how good the base recipe is.
Thatâ€™s the case with the much-hyped Kia Stinger. Kia has never built a grand-touring sports sedan before, so the brand was essentially starting from scratch. Which could explain why the Stinger, which weâ€™ve been hearing about for what seems like an eternity now, is very good, but not as great as Iâ€™d hoped.
Full disclosure: Kia flew media out to North Hollywood, California and fed us several excellent meals while lodging us in a retro-themed luxury hotel. They gave us designer sunglasses, provided dinner entertainment, screenings of classic movies in a private theater, and hosted us in a room full of arcade video games, pinball machines, a pool table, and a skee-ball machine.
The Stinger is offered with two engines â€” a 2.0-liter turbocharged four-cylinder making 255 horsepower and 260 lb-ft of torque and a 3.3-liter twin-turbocharged V6 making 365 horsepower and 376 lb-ft of torque. Cars equipped with the latter engine are dubbed Stinger GTs. Both engines pair with a smooth-shifting eight-speed automatic transmission. Rear-wheel drive is standard, with all-wheel drive available.
It all makes for an interesting vehicle, one that was anticipated to satisfy sky-high expectations.
Letâ€™s start with the good. Acceleration from the V6 is stout, providing grins whenever you goose the gas. The exhaust has a lovely baritone (yes, it is artificially augmented) that burbles forth and lets you know you arenâ€™t driving an Optima. Passing punch is plentiful and the Stinger may be the first-ever Kia to become a law-enforcement magnet.
Ride quality is firm yet pleasant, even in Sport mode, which is the only mode you should use (Iâ€™ll get to that). Whether on the freeway or the back roads, the Stinger felt comfortable and composed.
This carries over to handling. The car feels planted and the steering properly weighted. Mid-corner corrections are easy, thanks to precise steering.
Handling is also where the bad news begins, however. The positive attributes are nearly cancelled out by copious body roll â€” too much for a car of this type and intent. Kia types tried to defend this trait by saying some version of â€œwell, itâ€™s a grand tourer,â€� but these are the same folks who suggested it might compete with some sporty German and Japanese iron, such as the Audi A5/S5 and BMWâ€™s grand tourers.
This defense doesnâ€™t totally ring hollow, at least not based on some competing cars on hand for comparison duty. But Kia didnâ€™t once utter the words â€œAlfa Romeoâ€� during the press brief, and almost every car mentioned either offers a sportier version that went unremarked upon or will not be cross-shopped against the Stinger. The Porsche Panamera, especially, is not a model shoppers will compare to the new Kia â€” the price gap alone is enough to drive a Ford Fusion through.
Regardless of comps, being a â€œgrand tourerâ€� doesnâ€™t excuse the amount of body roll displayed by a car with sporting intent. The Stinger is supposed to be more than an attractive road-tripper, meaning Kia has some work to do here.
Kia has less work to do with the design â€” itâ€™s a looker. The exterior shape is sleek and cleanly drawn, and the aviation-themed interior is pretty, too. Some of the aero bits arenâ€™t just tacked on for looks, either â€“ for example, the vents on the front fenders do send cooling air towards the brakes.
Well, mostly pretty. The cabin is marred by another one of those tacked-on infotainment screens (please, automakers, stop this) and there are a lot of buttons clustered together in various spaces. As far as materials go, most are class-appropriate, but cheaper plastic appears in some locales.
Kia took pains to point out that the Stinger has a longer wheelbase than the Audi A5 Sportback, Infiniti Q50, Lexus IS and GS, and BMW 4 Series Gran Coupe, which leads to a larger interior. Thereâ€™s plenty of room up front and in the back â€“ Kia got the part about grand tourers needing to haul four adults correct. The cargo area is also spacious, at 23.3 cubic feet with the rear seats up and 40.9 with the seats down.
Part of our day with the car included an untimed autocross. We were supposed to use this part of the afternoon to compare Stinger GTs with both drivetrains against an Audi A5 S Line, an Audi A7, a BMW 440i, a BMW 650i, an Infiniti Q50, a Lexus GS F Sport, and a Porsche Panamera.
Astute readers will note that the deck was slightly stacked in Kiaâ€™s favor â€“ no Alfa Romeo Giulia Quadrofoligo (or even Ti) in sight, no Audi S5, no M4 or M6 â€“ you get the idea. Of course, most of those cars are pure performance vehicles while the versions on hand are meant as a balance between performance and daily driving â€“ which goes to show that Kia probably sees the Stinger GT, at least as presently constructed, as something more than a pure performance vehicle.
Thereâ€™s nothing wrong with that, of course. I provide most of this for context, since Kia is likely to play up performance in its Stinger marketing.
Since the autocross was untimed, I set about driving like a jackass to get each vehicle to slide around a bit. Using terms like â€œat the limitâ€� is a bit silly when referring to an autocross, but I nevertheless wanted to get a sense of how each car behaved when pushed a little too hard. The A5 and the Lexus were my favorites of the day, with the Stinger (and both drivetrains) finishing third in my mental rankings.
The rear-drive Stinger had a tendency to plow in corners before snapping around into a tail-happy slide, while the AWD car proved more stable under hard acceleration. I could distantly feel the torque-vectoring system working to bring the AWD car around â€“ a feeling I was able to sort of detect even on public roads.
Kia bragged about the Stingerâ€™s brakes, and with good reason â€“ theyâ€™re fantastic. The automaker has introduced a system that is supposed to mitigate brake fade, but I canâ€™t say for sure if either autocrossing or driving through the mountains produced enough hard braking to require the systemâ€™s intervention.
On the road, perhaps the biggest flaw is something thatâ€™s also a strength â€“ it often seemed too well-behaved to have an engaging personality. At times, I felt I was driving too slow, only to look down and see I was traveling or cornering at the appropriate speed â€“ the Stingerâ€™s quietness and mostly behaved (sans body roll) suspension sapped the drama, and perhaps some of the fun, out of the proceedings.
Kia gives you five drive modes to choose from (Comfort, Eco, Sport, Smart, and Custom), and I found Sport to be the best for all situations, not just hard driving. Even on city streets and the freeway, it offers better steering and throttle responses than the slightly sloppy Comfort and Eco modes.
I did get a brief spin in the four-cylinder Stinger but, as my time was limited and I was navigating urban traffic, my stint wasnâ€™t terribly instructive. I can say that the four has some guts, but how much I am not sure â€“ the mix of traffic and pedestrians milling about kept me from misbehaving.
Based on an extremely small sample size, I suspect Kia will sell more four-cylinders than it planned. Thatâ€™s because the car seems to have enough punch for around-town duty, and some buyers will simply not care about the V6â€™s power â€“ they’ll want the looks at a cheaper price. This is how a Kia dealer will walk an Optima intender into a four-banger Stinger.
Stinger buyers get a choice of five trims â€“ base, Premium, GT, GT1, and GT2. Since all V6s are GTs, that means the final three trims only apply to the V6. Every car on hand for driving was a top-trim GT2.
Available features across the various trims include Apple CarPlay, Android Auto, navigation, head-up display, power tilt/telescope steering wheel, USB, Nappa leather upholstery, heated front seats, cooled front seats, heated steering wheel, Bluetooth, premium audio, UVO infotainment, rearview camera, and a host of driver aids (parking assist, forward-collision avoidance assist, front-collision warning, lane-keep assist, lane-departure warning, driver-attention warning, blind-spot collision warning with lane-change assist, rear cross-path detection, and smart cruise control). You can even have subwoofers under your butt.
Evaluating the overall package, it feels like Kia set out to build a pure sports sedan with a touch of luxury and ended up building a luxury sedan thatâ€™s pretty damn sporty.
Not just sporty, but relatively cheap. A base Stinger will set you back just $32,800, including the D and D fee. Stepping up to a GT requires $39,250, while a GT2 will cost you $50,100. All-wheel drive adds $2,200 across the board. So, a loaded Stinger with AWD is $52,300.
While this price range puts it on par (give or take options/trims) with the Infiniti, the Giulia Ti, the A5, and the GS F Sport (only if compared to the GT2, in the case of the Lexus), it also puts the top-end Stinger right around the price point of the 440i/440xi â€“ and thatâ€™s before the BMW adds any options. The Stinger presents a value choice, depending on options, for those who arenâ€™t wrapped up in brand identity. If you donâ€™t need a BMW to feel good about yourself, the Stinger is a damn good alternative.
Whatâ€™s odd is that the Stingerâ€™s competitive set isn’t clear cut. The Lexus and Infiniti are sedans, not hatches, for one. For another, the Audi and BMW might not be cross-shopped much against the Kia. The Chevy SS sedan is dead. That leaves the Dodge Charger/Chrysler 300, which are muscle-car large sedans, not grand tourers, and the Giulia. Which puts the Stinger in a unique spot in the marketplace.
I am curious to see if a more â€œpureâ€� performance level will emerge in a year or two, or if Hyundai/Kia will leave that to the upcoming Stinger-based Genesis G70. In the meantime, the Stinger is a solid first effort that needs a bit of tweaking to bring out its personality and reduce body roll in cornering.
The GT is the enthusiastâ€™s choice, but even in four-cylinder guise the Stinger is a spacious, svelte grand-touring hatch that provides enough luxury and driving thrills to satisfy, even with some evident flaws. It needs work to be perfect, but the dish is still tasty.
[Images Â©2017 Tim Healey/The Truth About Cars]