Kia gt stinger
2018 Kia Stinger GT | Media, Photos, & Virtual Reality
Twenty-seven colorful pages of Stinger photos, articles, and insights.GET THE GUIDE
We started with an idea. And after a years-long journey, we have Kia’s first gran turismo.LEARN MORE
Discover how the Kia Design Team brought the all-new Stinger to life.VIEW ARTICLE
From roofline to quad-tipped exhaust, the Stinger’s exterior is built to enthrall.VIEW ARTICLE
Step into a cabin that embodies exceptional comfort and grace.VIEW ARTICLE
Get details on the Stinger’s consummate gran turismo performance.VIEW ARTICLE
2018 Kia Stinger GT | Local Dealer Inventory | Kia
16490.00 MSRP† 23490.00 MSRP† 23750.00 MSRP† 26290.00 MSRP† 27200.00 MSRP† 15390.00 MSRP† 17790.00 MSRP† 22990.00 MSRP† 31900.00 MSRP† 33100.00 MSRP† 59900.00 MSRP† 23490.00 MSRP† 28090.00 MSRP† 28500.00 MSRP† 33950.00 MSRP† 35210.00 MSRP† 16490.00 MSRP† 18300.00 MSRP†
2019 Kia Stinger Reviews | Kia Stinger Price, Photos, and Specs
Tested Model: 2018 Kia Stinger GT 3.3T AWD ·
With sleek styling and affordable pricing, the Stinger is unlike most other sports sedans on the market. Its hatchback design creates a roomy interior and imbues it with spacious cargo-carrying ability. The Stinger checks several important boxes for a car in this segment, with a punchy turbocharged four-cylinder engine or a powerhouse twin-turbo V-6 coupled to either rear- or all-wheel drive. While this self-professed BMW 3-series fighter may lack the refinement and composure near its handling limits that make certain other cars in the entry-luxury class so excellent, it does offer plenty of power, serious quickness, and an unusual but entirely pleasing exterior design—and all at a hugely attractive price. It's a social climber in the best possible sense.
Highs: Serious straight-line speed, concept-car design, incredible value. Lows: At-the-limit handling can be iffy, won't inspire badge envy, interior is not quite luxurious. Verdict: Closing in on the class leaders for thousands less.
What's New for 2019?
Kia keeps the Stinger's updates to a minimum for 2019 by simply adding new standard features and reshuffling equipment. The entry-level model adds standard 18-inch wheels as well as a blind-spot monitor and rear cross-traffic alert. The Sun and Sound package, which brings a sunroof, premium audio system, larger touchscreen, and LED headlights, is now available on the base model, too. The rear-drive GT (the GT models have the twin-turbo V-6) receives a standard limited-slip differential for improved traction. Wireless charging and ventilated front seats are now included on every Premium and GT1. Finally, every Stinger GT2 comes with a 360-degree camera and heated rear seats.
Kia Stinger Pricing and Which One to Buy
- 2.0L: $33,895
- 2.0L Premium: $40,095
- GT: $40,095
- GT1: $46,095
- GT2: $50,985
The Stinger's entry-level four-cylinder model would represent a compelling mix of features and value for most drivers, but as enthusiasts, we'll pin our fortunes to the Stinger GT. That model comes with the 365-hp twin-turbo V-6 and several premium features, including Brembo brakes, 19-inch wheels with high-performance summer tires, and variable-ratio steering. Stepping up to the GT1 trim adds a larger infotainment system with navigation, adaptive dampers, a 15-speaker audio system, and memory settings for the driver's seat, among other features. However, that version is too pricey for our blood. Adding all-wheel drive to any Stinger tacks on an extra $2200.
Engine, Transmission, and Performance
Likes: Excellent V-6 powertrain, every Stinger is fun to fling around, GT models have tremendous grip and great brakes. Dislikes: Less composed at the limit than premier rivals, four-cylinder models need more stopping power.
The Stinger has two available engines, both of which can be had with either rear- or all-wheel drive. The entry-level 2.0-liter powertrain does an adequate job relative to its rivals, but the powerful twin-turbo V-6 delivers scintillating performance that gets our enthusiast blood pumping. The eight-speed automatic that comes in every Stinger was lightning quick and mostly well calibrated when left to shift for itself. We wish the paddle shifters offered sharper responses to driver inputs, however. Still, for drivers in single-minded pursuit of straight-line speed, the Stinger GT does not disappoint.
The Stinger has mastered straight-line speed and returned solid numbers during our track testing. It comports itself well in normal driving, but when pushed to the limit, it couldn't quite match the composure of its more established competition. Likewise, we identified some protestations from the rear suspension—an unnerving side step when cornering hard on a humpy road—while some fore-and-aft pitching accompanied our all-out acceleration and braking runs. All GTs feature powerful Brembo brakes, which provided quick stops by any measure and fit in nicely within this class of high-performing sedans. Without the Brembos and rolling on less grippy all-season tires, a four-cylinder Stinger was not impressive—in this class or any other.
Fuel Economy and Real-World MPG
Whether you're looking at the four-cylinder or the V-6, the Stinger is less efficient than similarly equipped competitors. The EPA's fuel-economy ratings for each of the Stinger's engines fall below those of comparable rivals, but the V-6 outperformed its ratings on our real-world test, and there is virtually no fuel-economy penalty for choosing all-wheel drive. So far, only V-6–powered Stingers have made a trip on our highway test circuit. Both rear- and all-wheel-drive models outperformed their EPA ratings by a slight margin during our real-world test.
Interior, Infotainment, and Cargo
Likes: Spacious cabin, standard Apple CarPlay and Android Auto, practical packaging. Dislikes: Less than posh interior, smaller touchscreen bezels look cheap, some rivals held more luggage.
The Stinger's interior is well designed and attractive, but it can't match the Audi A4 or the BMW 3-series for material quality or construction. Then again, the Kia costs considerably less than those two German sedans. The Stinger does, however, offer a significantly more comfortable rear seat than many cars in this class—and its advantage feels greater than its numbers would suggest. While the Stinger's interior is free of glaring errors and omissions, the overall effect is less polished than the efforts we've enjoyed from established luxury brands.
Kia's infotainment system—called UVO—is used to good effect in the Stinger and consists of a touchscreen mixed with useful physical buttons. Apple CarPlay and Android Auto are standard, but the touchscreen's response times were less than urgent, and we wish there were another USB port in the front row.
The Stinger's stated trunk volume would predict that it has by far the most cargo space in this set, but it only bested its rivals by a small margin in our real-world cargo tests. With its wide hatchback opening and long wheelbase, we'd hoped the Stinger would do even better in these measurements. Its center console is on the large side for a car, which helps to compensate for the fact that the front-door pockets are the smallest of this bunch.
Safety and Driver-Assistance Features
The Stinger has not yet been tested by the National Highway Traffic Safety Administration or the Insurance Institute for Highway Safety. Otherwise, the Stinger has nearly every driver assist we track available as an option, but self-parking and automated rear braking aren't on the menu. Key safety features include:
- Standard blind-spot monitor and rear cross-traffic alert
- Available forward-collision warning and automated emergency braking
- Available lane-departure warning and lane-keeping assist
Warranty and Maintenance Coverage
Kia's long powertrain warranty is practically legendary, and it easily outdoes every other car in this set for length of coverage. Unlike many of its premium-branded rivals, the Stinger offers no complimentary maintenance.
- Limited warranty covers 5 years or 60,000 miles
- Powertrain warranty covers 10 years or 100,000 miles
- No complimentary scheduled maintenance
Major redesigns occur every five years or so; not much changes in between. Dividing them into generations provides more meaningful distinctions in the shopping process.
July 2018 By Joseph Capparella Photos By Steve Siler View 65 PhotosView 65 Photos
At this point, it’s easier to count the automakers that haven’t fielded a so-called “3-series fighter” than those that have. And while the BMW in its current form may not be the benchmark it once was, the sports-sedan segment in which it competes is more contentious than ever, with the field crowded not only with fellow Germans such as Audi and Mercedes-Benz but also by entrants from the likes of Jaguar, Infiniti, Cadillac—and yes, Kia. Its new Stinger, which we quite like, is clearly aiming to muscle into this growing establishment, even if it’s shaped a bit more like these sedans’ hatchback offshoots such as the Audi A5 Sportback and the BMW 4-series Gran Coupe.
But now that we’ve sampled the base-engine, rear-wheel-drive Stinger 2.0T you see here, we’re starting to think that this version might fit into a wildly different realm. Rather than a true 3-series competitor, could this car instead be Kia’s answer to the Ford Mustang and the Chevrolet Camaro?
Before you call us crazy, hear us out. Despite having four doors to those pony cars’ two, the base Stinger has a fair amount in common with those all-American icons. There are powertrain similarities in that all feature rear-wheel drive combined with a standard turbocharged four-cylinder engine. The cars are close in length, the Stinger coming in at 190.2 inches, while the Camaro is 188.3 and the Mustang 188.5 inches. And the Kia has a sporty, low-slung roofline not entirely unlike the Mustang’s. The array of vents, scoops, and trim pieces that pepper the Stinger’s smooth body lines also seem closer to the pony-car aesthetic than to the classy restraint of most European sports sedans.
The Kia costs a similar amount as the pony cars, too. Although its base price of $32,800 is several thousand dollars more than the opening prices of the four-cylinder Mustang and Camaro, equipping the Ford and the Chevy to the base Stinger’s generous level of standard equipment—including heated front seats, dual-zone automatic climate control, and a 7.0-inch touchscreen with Apple CarPlay and Android Auto—requires an outlay similar to our test Stinger’s $34,800 bottom line, a figure that included a $2000 package of driver-assist and active-safety features.
The base Stinger’s cabin is noticeably less rich than those of the pricier Stingers we’ve driven, making do with a smaller touchscreen, a more basic info display in the gauge cluster, and generally lower-grade plastics. It’s a fairly dour atmosphere, at least with the black upholstery in our test example. Assembly quality is good, though, and while it might not stack up appearance-wise to, say, a Mercedes C-class or an Audi A4, it’s perfectly competitive with the more humble cabins of the Camaro and Mustang.
With a turbocharged inline-four placed longitudinally under its long hood, the Stinger appears to match up nicely with the Mustang and Camaro’s base engines. But Kia’s 2.0-liter turbo four with 255 horsepower and 260 lb-ft of torque is well off the pace of the Chevy, which gets 275 horses and 295 lb-ft out of the same displacement, and the Ford, which wrings 310 ponies and 350 lb-ft from its larger 2.3-liter four.
Predictably, the Stinger’s 6.0-second run from zero to 60 mph (0.1 second quicker than its heavier AWD counterpart) was more than half a second behind the quickest times we’ve run in four-cylinder Mustang EcoBoosts and Camaro 2.0Ts. The four-door Kia also carries more weight than the pony-car coupes: 3688 pounds, to the Mustang’s 3556 and the Camaro’s 3410. Neither are the powertrains exactly an apples-to-apples comparison, as those cars had six-speed manual transmissions—an option that unfortunately isn’t offered on any Stinger. Luckily, the Kia’s eight-speed automatic is a mostly willing partner, with smooth shifts and gearing that makes the most of the 2.0T’s torque curve.
The Stinger’s engine, although not nearly as eager to rev as the exceptional 2.0-liter turbo fours offered by BMW and Audi, is refined and smooth enough throughout the rev range. And the car feels peppier than its middling numbers might suggest, notably its slow 7.2-second 5-to-60-mph rolling-start acceleration, which forgoes the automatic transmission’s launch-control mode. It also exerted a clear advantage over the Mustang in our 75-mph highway fuel-economy test, hitting 34 mpg to the Mustang EcoBoost’s disappointing 24 mpg.
Carrying 157 fewer pounds than its AWD counterpart and 316 less than the V-6–powered Stinger GT, this Stinger proved to be light on its feet and arguably the most playful version we’ve sampled so far. There’s a cohesiveness here that’s missing from the more nose-heavy six-cylinder car, as the front and rear suspensions seem to work better in tandem to deliver balanced, confident handling, even as the limit is approached. The damping is satisfyingly tight, the steering is just about perfectly weighted in the standard Comfort mode (it’s a bit too heavy in Sport mode), the brake pedal is firm, and the car’s weight transfers predictably. The Stinger 2.0T is a real driver’s car with lithe responses; the primary improvement we’d request would be an extra measure of feel and feedback through the steering wheel.
The rear-drive Stinger wasn’t quite as strong as its AWD sibling at the test track, falling 0.03 g short of its skidpad result and taking three feet longer to stop from 70 mph, despite wearing identical 18-inch wheels and Bridgestone Potenza RE97AS-02 all-season tires. We can’t help but wonder what the four-cylinder Stinger could do if it were fitted with more aggressive summer rubber like the 19-inch Michelin Pilot Sport 4 tires offered on the GT.
Clearly, the biggest differences between the Stinger and the Mustang and Camaro are in the cars’ packaging. Despite its sleek and attractive silhouette, the Kia is an eminently practical machine with a spacious rear seat and a capacious cargo area under its wide-opening hatch. Thanks to its extra doors and its flat-folding rear seats, it will much more easily accommodate families and/or cargo than the Mustang and Camaro with their cramped rear seats and small trunks with restrictive openings.
Of course, the other stark difference is that the Mustang and Camaro are steeped in heritage, whereas the Stinger has none. And while we admit that the Stinger is unlikely to be cross-shopped by the often die-hard buyers of these pony cars, the similarities nevertheless play up the Kia’s unique position in the marketplace. Particularly in four-cylinder, rear-wheel-drive form, the Stinger is a playful, affordable, and practical take on the sports sedan—not just another BMW 3-series clone.Photos Build and Price Shop Local Cars View All Features and Specs
VEHICLE TYPE: front-engine, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE AS TESTED: $34,800 (base price: $32,800)
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 cu in, 1998 cc Power: 255 hp @ 6200 rpm Torque: 260 lb-ft @ 1400 rpm
TRANSMISSION: 8-speed automatic with manual shifting mode
CHASSIS: Suspension (F/R): struts/multilink Brakes (F/R): 12.6-in vented disc/12.4-in disc Tires: Bridgestone Potenza RE97AS-02, 225/45R-18 95V M+S
DIMENSIONS: Wheelbase: 114.4 in Length: 190.2 in Width: 73.6 in Height: 55.1 in Passenger volume: 96 cu ft Cargo volume: 23 cu ft Curb weight: 3688 lb
C/D TEST RESULTS: Zero to 60 mph: 6.0 sec Zero to 100 mph: 15.8 sec Zero to 120 mph: 24.0 sec Rolling start, 5–60 mph: 7.2 sec Top gear, 30–50 mph: 3.4 sec Top gear, 50–70 mph: 4.4 sec Standing ¼-mile: 14.6 sec @ 96 mph
Top speed (governor limited, C/D est): 130 mphBraking, 70–0 mph: 185 ft Roadholding, 300-ft-dia skidpad: 0.85 g
C/D FUEL ECONOMY: Observed: 24 mpg 75-mph highway driving: 34 mpg Highway range: 540 miles
EPA FUEL ECONOMY: Combined/city/highway: 25/22/29 mpgThe base model gets new safety stuff and the GT gets a standard limited-slip differential, but the Atlantica special edition is canceled.