Chrysler 300 VS Kia Stinger
- 6.4 litres of scream
- Well equipped
- Standard safety
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
- A true halo car for Kia
- Potent performance
- Great ownership plan
- Entry grade interior not as nice
- Could be more affordable
- Sports exhaust optional on GT
You may be sensing an increasing level of hype around hybrid and full battery-electric vehicles. In fact, it feels like the automotive world has gone full-fat bananas over ‘electro-mobility’.
At least car manufacturers have, with Tesla’s entertaining antics disrupting the status quo, and causing virtually every mainstream brand to get on board the zero-emissions express.
But of course, the other side of that equation is demand. The rush to meet ever tightening emissions regulations (and save the planet in the process) fails to recognise the fact that not everybody wants a ZEV… yet.
The days of big-bore, more is good, internal combustion propulsion aren’t over yet, and Chrysler, like the rest of the ‘Murican Big Three’ is keeping traditional muscle car enthusiasts happy.
In fact, we’re in the midst of a US horsepower arms race not seen since the late 1960s and early ‘70s, and Chrysler’s SRT (Street & Racing Technology) performance subsidiary is leading from the front with a variety of over-the-top Hellcats, Demons and Red Eyes.
Australia has recently picked up a whiff of that action with the utterly mad 522kW Jeep Grand Cherokee Trackhawk, but the only slightly unhinged SRT version, and this car, the Chrysler 300 SRT, have been around for some time.
Launched here in 2012, the second-generation version of the 6.4-litre naturally aspirated sedan was discontinued in the USA in 2014. But sensing a large sedan-sized opportunity as local manufacturing from Ford, Holden and Toyota went the way of the Dodo, the local FCA team negotiated a continuation deal.
Think of the 300 SRT as America’s M5 or E63. A full-size performance sedan with a thick layer of luxury laid over the top, but at around one third the price.
|Fuel Type||Premium Unleaded Petrol|
The Kia Stinger was the most anticipated vehicle the Korean brand had ever launched - and less than a year since it first landed in Australia, the big rear-wheel drive five-door liftback is still one of those cars that, when you spot it on the road, you’ll find yourself exclaiming “ooh, Stinger!”.
This wasn’t the sort of car people expected from a brand like Kia. And it launched at a time when we were wiping away tears spilled over the loss of the Falcon and Commodore (yes, the latter is still on sale, but no, it’s not what it used to be).
It hasn’t sold in huge numbers since it launched, but that’s not what this car was developed for. It was made to change perceptions of the brand, and it has done exactly that. Bulk sales are left to models like the Cerato, Sportage and Rio - but the Stinger is what draws you to the showroom, if only for a bit of a sneaky look.
So, the Stinger is still stylish enough to make you turn your head when you drive past one… and it could be enough to cause you to consider a Kia, even if you can’t afford a Stinger. But should you be taking a closer look? Let’s find out.
|Engine Type||3.3L turbo|
|Fuel Type||Regular Unleaded Petrol|
The Chrysler 300 SRT is a big, fast, well-equipped and super-comfortable point-to-point tourer that’s also able to soak up the stresses of a city commute with ease. It’s also showing its age in terms of design, obscenely thirsty, dynamically flawed, and offered with a bottom-of-the-class ownership package. A fun place to visit but make sure you’re ready for permanent residency.
Thinking about some muscle gain? Tell us what you think in the comments section below.
As far as halo cars go, the Kia Stinger is pretty much perfect. It’s the ideal aspirational offering - the sort of car that would definitely put a smile on your face and cause your neighbours to unexpectedly drop in for a cuppa, if only to see if they can have a look at your Stinger.
For this writer, the flagship GT is the model to go for - 92 per cent of buyers have done exactly that, and it’s because that variant, while pricey, is exactly what this car should be. And while you might find people saying “ooh, Stinger” in any of the versions available, the GT is the one that deserves the admiring stares the most... even if the additional safety equipment recently added to base models now warrants further investigation at the lower price points.
Is the Kia Stinger GT your pick of the range? Tell us in the comments section below.
The NSW Highway Patrol has adopted the 300 SRT as its weapon of choice, and psychologically I reckon they’re onto a winner.
A high waistline, small glasshouse and big 20-inch rims combine to give the 300 a chunky, take-no-prisoners stance. And this intimidating beast filling the mirrors is enough to make even the most determined speedster drop their bundle.
Except for the SRT badge at the back, the exterior is a chrome-free zone, with black finish on the big honeycomb grille, window frames, and dark chrome wheels dialing up the overall air of menace.
The rear view is similarly imposing, with a large slab of almost right-angular boot lid topped by a pronounced body-colour spoiler.
At this point, we have to call out less than perfect panel fit. On our test car for example the intersection of the bonnet and front clip above the headlights was messy with inconsistent shut lines and poor alignment.
Inside not much has changed over the current 300’s seven years on sale, and the design lacks the integrated approach of more modern competitors.
An 8.4-inch colour media touchscreen sits in the centre of a squared oval panel between the central air vents and under an analogue clock, that shape bearing no resemblance to the form of the heating and ventilation control panel below it or the instrument binnacle alongside.
A mass of buttons confronts the driver across the centre stack, steering wheel and door, while genuine carbon fibre inserts add a racy if slightly ironic touch in a close to 2.0-tonne car.
Leather and suede sports front seats look (and feel) the business, and the strongly illuminated gauges are divided by a 7.0-inch multifunction display including a clear digital speed read-out. Which is just as well, because the fussy increments on the analogue dial are hard to read.
I’m at about 80 per cent like, 20 per cent dislike with the Kia Stinger’s exterior design.
There are some really sweet and sleek elements to it: the silhouette of the car is long and muscled, the headlights and grille work together really well, and the integrated body kit with front spoiler, side skirts, rear spoiler and rear diffuser all combine nicely.
There is no denying the street cred of the Stinger, and it partly comes down to the sheer size of the thing. Its dimensions are 4830mm long, 1870mm wide and 1400mm tall, with a lengthy 2905mm wheelbase.
So, it has presence - and pretty much every model in the range has that, even a base grade 200S. Unfortunately there’s also some pretence.
Things like the fake bonnet vents look like eBay add-ons, and the plastic red light line that runs from the tail-light into the rear guard, for me, ruins the cohesion of the car. These parts look cheap, where the rest of the Stinger looks expensive.
I also struggle to deal with the projector halogen headlights on the lower grades: you get LED headlights in the top-spec, and LED daytime running lights on all of them, but yellow beams? Yuck. They could have at least gone with HID or xenon lamps.
But on the whole, there’s a lot more to love than hate.
As you may know, the wheel design and size depends on the model of Stinger you choose. So, the 2.0-litre gets an 18-inch alloy in silver, fitted to the 200S and 200Si, and the same wheel but with black highlights is fitted to the 330S.
The 19-inch alloy wheel fitted to the 330Si and 200 GT-Line is identical. And the 330 in GT spec has a model-specific 19-inch wheel (though it looks very close to the other 19-inch wheel option). Every Stinger comes with a space-saver spare wheel.
As for the cabin, the interior dimensions are pretty accommodating - you need to remember the size of this car, because it’s pretty big. Check out the interior photos to see what I mean, and we’ll take a deeper dive into the inside.
At just under 5.1m long, 1.9m wide and close to 1.5m tall the 300 SRT is a sizeable machine, so it’s no surprise there’s plenty of room inside.
Those up front are provided with a pair of cupholders in the centre console (complete with heating or cooling at the press of a button), storage bins and medium-size bottle holders in the doors, a long oddments tray and a small storage cubby (with 12-volt outlet) near the gear shifter, as well as a sunglasses holder in the overhead console and a big glove box.
There’s also a lidded storage box between the seats, complete with sliding tray, two USB ports, an ‘aux-in’ jack and a 12-volt outlet. Even old school nicotine enthusiasts are catered for with an ashtray insert ready to slip into one of the cupholders and a cigarette lighter to drop into the main 12-volt socket.
Rear seat passengers pick up a fold-down centre armrest with two cupholders and a lidded oddments box, decent door bins with bottle holders, as well adjustable vents at the back of the centre console, two USB ports, and switches for the standard heated rear seats.
Sitting behind the driver’s seat set for my 183cm position I had ample legroom but only adequate headroom. There’s enough shoulder room for three adults across the rear, but the broad transmission tunnel throws a spanner in the works when it comes to centre foot room.
The fully-lined boot is nicely trimmed, with a pair of flip-out bag hooks (22kg capacity), load tie-down anchors, and useful lighting included.
Volume is 462 litres, enough to fit our three-piece hard suitcase set (35, 68 and 105 litres) lying flat on the floor, or the CarsGuide pram, with heaps of room to spare. A 60/40 split-folding rear seat adds extra space and flexibility.
In the case of a flat tyre your only option is a repair/inflator kit, and it’s worth noting towing capacity for the SRT is the same 450kg for a braked or unbraked trailer, where the standard V6-powered 300C can tow a 1724kg braked trailer.
The interior of the Stinger is undoubtedly the most desirable of any vehicle ever sold by Kia in Australia. It looks good, no matter which spec you’re going for… but clearly, the S version with its smaller 7.0-inch touchscreen can’t quite match the bigger tablet in the models above, let alone the little changes in trim and finishes that you see as you step up the range ladder.
The flagship GT and GT-Line models are sumptuously appointed, with loads of adjustability to the driver’s seat and trim that looks as expensive as the price-tag suggests it should. The Si is smartly luxurious, where the S looks more like a ‘price leader’.
Now, to the real complaints. The driver’s seat is perched too high for my tastes - I’d like to sit a little lower when pushing through corners - plus there’s no lumbar support in lower grade cars. And anyone my height (182cm) or more will need to watch their head getting in and out of the driver’s seat. I banged the top of my noggin on more than one occasion.
The headroom situation is similar in the back seat, because the scooped roofline makes for limited space if you’re on the tall side. Thankfully, though, legroom is pretty good, and so is shoulder-room if you have two in the back. Three across will be a squeeze, as the middle seat is more ornamental than anything else, with very little legroom due to the transmission tunnel and not much in the way of comfort to the seat base or the upright.
If you have children, there are dual ISOFIX attachments for the rear window seats, and three top-tether hooks as well. Plus all Stingers have rear air-vents - and so they should.
Storage is pretty thoughtful throughout, with bottle holders in all four doors, plus map pockets (mesh ones!) in the seatbacks, and there’s a fold-down armrest with cupholders in the back. The front has a pair of cupholders between the front seats, plus a covered central storage bin, and a caddy for your phone in front of the gear selector.
Clearly if you’re thinking about a Stinger, then you’ll want to know what sort of boot space it offers, given the size of this car. But sadly, the cargo capacity is pretty slim, at just 406 litres. I guess that explains why I’ve seen a lot of Stinger models with a roof rack set-up…?
Price and features
A list price of $74,950 (before on-road costs) buys a whole lot of car, equipment, and performance, with that figure only gaining entry to a pack of next-size-down options from Europe and Japan.
A $5k spread from $71-76,000 covers the Alfa Giulia Veloce ($72,900), Audi A4 45 TFSI Quattro ($73,300), BMW330i M-Sport ($70,900), Infiniti Q50 Red Sport ($74,900), Jaguar XE P300 HSE R Dynamic ($71,940), Lexus GS300 Luxury ($75,931), and Merc C 300 ($71,800).
And aside from the extra cubic inches under the hood and sheetmetal in the body, the 300 SRT’s standard features list is long, including dual-zone climate control, keyless entry and start (plus remote start), heated and ventilated front seats, heated rear seats, heated leather-trimmed SRT flat-bottom steering wheel, heated/cooled front cupholders, power boot lid release, electric steering column adjust (height and reach), plus eight-way electrically-adjustable driver and front passenger seats (with four-way power lumbar adjust on both and radio/seat/mirror memory on the driver’s side).
Also standard are auto headlights (with auto level and auto high beam), rain-sensing wipers, power-folding exterior mirrors (with defrost), nappa leather and suede seat trim, 825-watt, 19-speaker harman/kardon audio (including digital radio), sat nav, Android Auto and Apple CarPlay, a 7.0-inch instrument cluster display, the 8.4-inch colour media touchscreen, and 20-inch forged alloy wheels.
There are plenty of other safety and performance features, which we’ll cover in later sections, wrapping into an impressive standard package at this price point. And ‘our’ test car featured the ‘SRT Luxury Package’ ($4750) adding a monster dual-pane glass sunroof, premium leather trim on the instrument panel, centre console and door trims, as well as premium floor mats front and rear.
The standard colour choice is black and white… ‘Gloss Black’ or ‘Bright White’, with ‘Silver Mist’, ‘Ceramic Grey’, ‘Granite Crystal’, ‘Maximum Steel’ and ‘Velvet Red’ optional, and ‘Ocean Blue’ available to specific customer order.
So, you want to know how much a Kia Stinger will cost you? Well, it’s an extensive range, with a price list that should help it appeal to a broad range of consumers. There are six models in the line-up, and here’s a simple rundown of the list price (or RRP, before on-road costs) for each of them.
With the 2.0-litre engine you can get: the 200S, priced at $45,990; the 200Si, priced at $52,990; and the GT-Line, priced at $55,990.
For Stinger models powered by the 3.3-litre engine, you have three options, too: the 330S, priced at $48,990; the 330Si, priced at $55,990; and the flagship GT, which lists at $59,990.
We asked Kia Australia to provide us with a model comparison table, showing where the GT sits in terms of popularity for sales so far in 2018. Amazingly, 92 per cent of sales are the GT, meaning vs the other five variants account for only eight per cent between them.
Now let’s take a look at the standard features across the trim levels.
The entry-grade 200S and 330S models have artificial leather trim on the seats, dual-zone climate control, electric driver’s seat adjustment (eight-way), manual front passenger seat adjustment, a digital driver info display with digital speedometer, an auto-dimming rear-view mirror, auto headlights (halogen projector beams with LED daytime running lights), heated exterior mirrors with folding, and a 7.0-inch infotainment screen with a six speaker sound system.
There is no CD player, but you get media USB (plus an additional USB charging socket and two 12-volt outlets) and there’s Bluetooth phone and audio streaming connectivity, as well as DAB+ digital radio. Keyless entry (with a button on the door handle, rather than the more advanced hand-sensing system on some rival cars) and push-button start are standard on all models, too.
While in late 2017 the Stinger didn’t come with advanced safety equipment on the base model S versions, that has been rectified for 2018 model cars. Read more about what’s included in each variant in the safety section below.
The 200Si and 330Si models gain real leather seats, along with a larger 8.0-inch multimedia screen and an updated sound system with nine speakers (including a subwoofer under each front seat) active cruise control, plus this version adds auto wipers. The Si grade also gains a luggage net and carbon-fibre-look trim.
The 18-inch rims fitted to the 200S and 200Si are the same, but for the 330S you get 18s (another design) and the 330Si gets bigger 19s (again with a unique style).
If you decide to step up to the GT-Line (for the 2.0-litre) or the GT (for the 3.3-litre), you gain quite a bit of extra kit.
Nappa leather lines the seats, and there’s flat-bottomed steering wheel with GT badging, plus the front seats add memory settings and powered bolster adjustment and thigh support adjustment. The front passenger seat gains electric adjustment, and both front seats have heating and ventilation, but there’s no heated steering wheel.
The GT-Line and GT models rock a 15-speaker harman/kardon audio system, and add an electric sunroof (not a panoramic sunroof), auto-dimming side mirrors, and extra technology including a 360-degree camera and colour head-up display, including speed limit indicators - but it doesn’t have traffic sign recognition, so it’s useless in roadworks-prone areas.
The interiors of these two models also sees the introduction of alloy sports pedals and Qi wireless phone charging, plus faux suede headliner and pillar trim.
If you get the range-topping GT, there are model-specific digital gauges for oil temp, torque output, turbo boost, G-forces and a lap timer. Plus this version has electric steering wheel adjustment in this variant only.
The GT-Line and GT have LED headlights with auto high-beams and cornering function, plus the wheel size jumps up to 19-inch for the GT-Line, and the GT also gets a unique 19-inch wheel design. Plus these top two versions have adaptive dampers.
And to reinforce the sportiness of the Stinger V6, every model with that drivetrain comes with Brembo brakes, a limited slip differential and a variable-ratio steering rack.
Australian GT models can be optioned with a $2500 locally-developed bi-modal exhaust. It’s worth the money, but really could be included standard. And you can’t option an exhaust through Kia Australia on the turbo four-cylinder models, which is a bummer.
Floor mats are standard on all grades, and you can expect the “tinted windows upgrade” question to be asked at the point of sale, as no model comes standard with privacy glass. What about colours (or colors, if you’re reading this somewhere other than Australia)? I personally think white looks great on the Stinger, but there is also silver, red, blue, black, grey and a darker blue that almost looks purple depending on the light. There is no orange option like the hue used on the GT Federation concept.
There are some widely reported problems with the hero 'Sunset Yellow' paint colour, and Kia Australia has instituted a fix for this: it will repaint the car at no cost (with a lifetime guarantee), refund the customer or replace the vehicle. For more on potential Kia Stinger problems, read the ownership section below.
Engine & trans
Forget hybrid, forget turbos, the Chrysler 300 SRT is powered by 392 cubic-inches of Detroit iron… although the 6.4-litre ‘Apache’ V8 is actually built in Mexico.
The engine’s block is indeed cast iron although the heads are aluminium, with the ‘Hemi’ name derived from its hemispherical combustion chamber design.
It’s naturally aspirated, direct fuel-injected and produces 350kW (470hp) at 6150rpm and no less than 637Nm of torque at 4250rpm.
Drive goes through an eight-speed automatic transmission to the rear wheels with a limited-slip diff standard.
Let’s talk engine specs. There are two drivetrain options for the Stinger range: the four-cylinder turbocharged 2.0-litre engine (hence the 200 prefix), and the twin-turbo 3.3-litre V6 (ditto the 330 prefix).
The 200, or 2.0-litre turbo motor, isn’t the horsepower hero here, but nor is it underdone. It has 182kW of power (at 6200rpm), and 353Nm of torque (from 1400-4000rpm). The four-cylinder is only available in Australia with an eight-speed automatic transmission - no manual gearbox is available.
The 330, or 3.3-litre twin-turbocharged engine, offers more punch - and so it should, considering its engine size. It has 272kW of power (at 6000rpm) and 510Nm of torque (1300-4500rpm). Again, it only comes with an eight-speed automatic gearbox - there is no manual transmission option.
If we had to give a rating for each engine individually, it’d be a 9/10 for the 3.3L and a 7/10 for the 2.0L - and not just because of the stats.
You can forget any type of turbo diesel motor in Australia (but there is a 2.2-litre turbo-diesel in Europe - the same engine used in the Sorento SUV). We’re an all petrol market, though no market has an EV, plug in hybrid or LPG version of the Stinger, and you can probably forget all about a Stinger with a supercharger, too.
And while all models sold in Australia are rear-wheel drive (RWD), not front wheel drive like all other Kia passenger cars sold in Australia. The diesel sold in Europe is available with all-wheel drive (4WD / AWD), and so is the V6 in some colder markets.
Being a big car with a strong engine, you might be interested in fitting a towbar (yes, you can) to haul some weight behind you. If so, the towing capacity of the Stinger is the same across both engine types: 750kg for an un-braked trailer, 1500kg for a trailer with brakes, and with a tow ball download limit of 75kg.
A model of fuel efficiency this car is not. Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.0L/100km, the 300 SRT emitting 303g/km of CO2 in the process.
Over roughly 300km of city, suburban and freeway running we recorded 18.5L/100km (at the bowser), and the on-board computer threw up some horrifying short-term numbers as we explored the car’s performance potential.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 70 litres of it to fill the tank… regularly.
Fuel consumption mightn’t rank highly on your list of priorities if you’re looking at a Stinger, but even so, below are the fuel economy figures for both models in the range.
The 200 models, or versions with the 2.0-litre engine, have claimed combined cycle fuel use of 8.8 litres per 100 kilometres.
The 330 models, with the 3.3-litre V6, have claimed combined cycle fuel use of 10.2L/100km.
During our time in the four-cylinder GT-Line we saw a displayed average of 8.7L/100km (with a lot of highway driving in the mix), while the V6 GT model we drove - mainly in highway driving and commuting, with some typically argumentative Sydney traffic - was using 9.7L/100km. A spirited drive down the coast returned 10.4L/100km at the bowser in the 330S.
Both are capable of running on regular unleaded fuel, but premium unleaded (95RON or 98RON) would be our recommendation.
The fuel tank size for the Stinger is just 60 litres, which is quite small for a vehicle of this size, and could mean less mileage than you’d think - even if you engage the Eco mode. In fact, in the best-case scenario you’ll see about 680km in the four-cylinder, and 590km in the V6.
Roll onto a smooth, dry surface, engage the SRT’s standard launch control function and you’ve dialled in the ability to storm from 0-100km/h in a ludicrously rapid 4.5sec.
Unlike smaller capacity turbo engines, the big atmo Hemi takes a while to develop maximum torque (637Nm), hitting peak pulling power at 4250rpm. Keep the throttle pinned and full power (350kW) is achieved on the cusp of the rev limiter at 6150rpm.
All this fire and fury is accompanied by a beautifully brutal V8 roar courtesy of an active exhaust which tweaks the pulsing note it produces according to drive mode and throttle position. It’s hard not to love it, complete with rude pops and crackles on the over-run.
Beware though, this car is relatively loud all the time, so you’ve got to hope the love affair is a long-term one.
Suspension is by a short and long arm (SLA) and upper A-arms at the front, with a five-link set-up at the rear, and Bilstein adaptive dampers all around.
The switch between Comfort and Sport is swift and marked, with the latter best kept for billiard tables and race circuits. Around town ride in the more compliant setting is agreeably smooth.
Push the big 300 along your favourite backroad and you know you’re asking two tonnes of metal, rubber and glass to move against its will.
The eight-speed auto responds well in manual mode (with wheel-mounted paddles), and the grippy sports front seats do decent job of keeping their occupants stable and balanced, but the sheer mass of this car means you’re never going to get a corner-carving hot hatch-like experience.
And despite a chunky, leather-trimmed sports wheel, the hydraulically-assisted ‘SRT Tuned’ steering isn’t exactly the last word in road feel or sharp response.
Having said that, the fat 20-inch (245/45) Goodyear Eagle F1 rubber grips hard with minimal impact on ride quality, and in a more relaxed mode the SRT is a stress-free and comfortable tourer.
Big acceleration is balanced by big brakes, with beefy ventilated rotors (360mm fr / 350mm rr) clamped by Brembo four-piston calipers front and rear.
The system’s outright power is impressive but can be abrupt on initial application at around town speeds, until you get used to greasing the pedal pressure in.
‘SRT Performance Pages’ allows you to scroll through multiple real-time data screens (timers, G-force, engine performance, etc), which is fun, with outputs downloadable to a USB stick or SD card. The 19-speaker harman/kardon audio system absolutely cranks, and the active cruise control works intuitively, without the frustrating conservatism (taking forever to pick up the throttle) of some other systems
Let me just put it out there: if you’re considering a Stinger, you should be going for the V6. Of the buyers who have already purchased a Stinger, almost all of them have done exactly that… I mentioned the GT accounts for 92 per cent of sales, and V6 versions count for 96 per cent of all Stingers sold.
It’s not just because the V6 offers the most enviable performance figures - although speed is a big reason to buy a car like this: a 0-100km/h time of just 4.9 seconds is fantastic considering it can run on 91RON regular unleaded petrol.
The real reason is that the Stinger feels like the V6 is what it should have, and the four-cylinder is only there to meet a price point. Is there any need to meet a price point, though, when almost all Stinger buyers are choosing the most expensive version? I think not.
Sure, the 2.0-litre engine is a zesty offering, but doesn’t set the senses on fire as much as the V6. It builds pace well, and even sounds pretty good under hard throttle - but for me, the six is better suited to the character of a big car like the Stinger.
The automatic transmission is focused more on efficiency when teamed to the four-cylinder, upshifting a little too soon in the normal or comfort drive modes - though choosing sport mode is the best way to rectify that, as it makes the throttle response and shift patterns more aggressive.
But the V6 is just so much better. It offers superb refinement, excellent throttle response and it’s properly fast. The transmission feels up for it, more ready for sudden throttle thumps, and it rewards with potent in-gear grunt. But the fact the transmission will overrule you when you're using the paddle-shifters is truly annoying, even if it is protecting costly, breakable moving parts.
You will need to keep an eye on your rear tyres, because Kia has done a great job of allowing some tolerance from the traction control system. From a standstill, the alloy wheels at the back will often do more rotations than those at the front…
But it isn’t just the punch - it’s the way the Stinger handles itself. There are four suspension tunes that have been developed by the brand’s local suspension gurus, and the examples I sampled - the GT-Line, GT and 330S - all did a terrific job of controlling the body of the car.
The GT-Line and GT, admittedly, have adaptive dampers to can firm things up when you engage the Sport drive mode or tailor the 'Custom' drive mode as such, and if the road surface isn’t perfect the wheels can be a little slappy in their engagement with the road below.
But just find a smooth road, and you’ll be able to properly unleash the abilities of the Stinger. Plus for models on sale in the latter part of 2018, the GT will see an upgrade from Continental rubber to Michelin Pilot Sport 4 tyres, which is what Kia intriguingly fitted to track cars at the launch of the Stinger in 2017, before switching back to Contis for the road drive.
And while most of us won’t be carving up mountain passes everyday, the Stinger makes for a comfortable and composed cruiser or commuter, too. There’s not much cabin noise, and Comfort mode in the cars with adaptive dampers is very good. It’s not as cushy as air suspension in some cars three-times the price, and you don’t have the same ground clearance advantages as you might in, say, a Mercedes-Benz CLS which can raise up for steep sections, but unless you have a hellish driveway, you’ll struggle to bottom out. For those interested, the ground clearance is 130mm.
In the 330S, the chassis (MacPherson strut front suspension/multi-link rear suspension) is really well set up. Sure, you don’t get the smarts of adaptive dampers, but the tune that Kia’s local team has done on it is excellent: it rides over bumps well (the slightly smaller wheel/tyre package undoubtedly helps in that regard), and it handles corners with ease and steers quite nicely. A bit more nose-end grip could help things even more.
The braking response of the Brembos on the V6 models was definitely better than the four-cylinder models - strong and straight, and with good pedal feel, too.
One minor complaint I had was with the adaptive cruise control - it isn’t as good as some other systems I’ve used: it can be jagged in its reapplication of throttle, whether in the 2.0-litre or the 3.3.
The 300 SRT hasn’t been assessed by ANCAP or Euro NCAP, but the NHTSA in North America has given the 2019 Chrysler 300 a four-star safety rating (from a possible five).
In terms of active tech a lot of major boxes are ticked, with AEB a notable exception.
Standard features include, ABS, ‘Ready Alert Braking’ (primes system when driver lifts off the brake pedal quickly), ESC, ‘Electronic Roll Mitigation’, traction control, forward collision warning, lane departure warning, blind spot monitoring, rear cross path detection, and advanced brake assist.
A ‘Rain Brake Support’ function is triggered by the rain-sensing wiper system to periodically ‘wipe off’ the brake rotors with the brake pads, keeping them as dry as possible in the wet. And Chrysler has cleverly piggy-backed ‘Knock Back Mitigation’ into the arrangement.
In aggressive cornering front wheel assemblies can flex, pushing the brake rotor against the brake pads and ‘knocking’ them back into the caliper, potentially leading to an alarmingly long pedal the next time the brakes are applied. Not a factor in the 300 SRT, with the pads automatically pushed up into their optimum position.
If, despite all that, a crash is unavoidable, the airbag count runs to seven (dual front, dual front side, dual curtain and driver’s knee), and the front head restraints are active.
There are three child seat/baby capsule top tether points across the back seat, with ISOFIX anchors on the two outer rear positions.
When Kia launched the Stinger, it had not one safety rating, but two: a three-star ANCAP score for the 200S and 330S base model versions, and a five-star ANCAP for all other Stingers. The reason was the S models lacked some electronic safety features. Now, however, every Kia Stinger has the five-star ANCAP rating, based on 2018 testing.
Now, let’s just put this out there: this scoring was confusing and also confounding when compared with other ratings from the safety watchdog. For other vehicles in the market, ANCAP hadn’t issued two ratings if a specific variant didn’t have the safety equipment needed: instead, it would issue an overall rating for the range, with a side note about specific models that may not meet the five-star score… like the Honda CR-V. Why ANCAP decided to single out the Stinger is beyond us.
Now that’s out of the way, let’s talk safety equipment.
Every Stinger now has auto emergency braking (AEB) with pedestrian detection, lane-keep assist, adaptive cruise control with stop and go functionality, driver attention alert, a reversing camera, rear parking sensors, and seven airbags (dual front, front side, full length curtain and driver’s knee).
The high-spec GT and GT-Line models gain a 360-degree camera/surround view camera, blind-spot monitoring, rear cross-traffic alert, and front parking sensors - but no park assist system to help you out in carparks. These versions also get a colour head-up display (HUD).
Where is the Kia Stinger built? The answer is South Korea.
The warranty world has moved significantly in recent months, and the 300 SRT’s three year/100,000km warranty is now well off the pace.
Kia moved to seven years/unlimited km in 2014, and there are whispers of the Korean brand shifting to 10 years sooner rather than later.
Service is required every 12 months/12,000km, and no capped price servicing program is currently offered.
With the caveat that labour rates will inevitably vary between dealerships, Chrysler Australia estimates five year standard servicing cost at $2590 (including GST).
Kia offers one of the best ownership plans in the business, with a seven-year/unlimited kilometre warranty plan backed by seven years’ roadside assist if you keep your logbook stamped by Kia dealers, and a seven-year capped price service plan.
The cost varies depending on whether you choose the four-cylinder or the V6, but the intervals are the same: both four- and six-cylinder models require maintenance every 12 months or 10,000km (whichever comes first). That’s shorter than most Kia models, which only need servicing annually or every 15,000km.
The four-cylinder models are more affordable to own due to a lower average service cost of $451, compared with the six-cylinder version at $487.
If you’re worried about Kia Stinger problems - be it engine problems, transmission problems, suspension issues, quality complaints (like that yellow paint issue) or any other type of reliability complication - check our Kia Stinger problems page. Don’t forget that old-school owners manual in the glovebox, where you’ll be able to find out what sort of replacement battery you’ll need, also what oil type is required.
As for resale value? That’s a bit of guesswork, given the car hasn’t been on sale all that long. But Glass's Guide’s depreciation calculator suggests the following: for a GT model after three years/50,000km, you should expect a trade-in price of just $21,200, or a private price of $26,000.
Thinking a base model 200S might be a good buy? Maybe wait three years, because the predicted resale value is just $15,800 as a trade-in, and only $19,500 retail (and you'll still have four year's worth of warranty!).