Cupra Ateca vs Kia Stinger

What's the difference?

The Cupra Ateca V is a much needed more affordable way into this small SUV while still offering a high-end feeling with plenty of standard features. Yes, the V isn't as high-powered as the VZx but it's still great to drive in the city and on the open road. Big on the inside and small on the outside the Cupra Ateca can perform urban and (small) family duties well.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Stinger GT-Line is a great machine. It looks good, feels good to drive and while it's not the cheapest large sedan, it's also not a Camry. With a strong European vibe, it's a nice bridge between boring-dependable and out-of-reach European. Boasting a strong link to Europe in its chassis DNA, it has it all apart, maybe, from the badge.

But Kia has a habit of doing unexpected things and the Stinger was a bold move worth making just for the halo effect of having such a cool car in the range. It has done good things for the company's reputation, as though the rest of the range isn't proof already.

Once you know the Cupra Ateca V is closely related to the Volkswagen Tiguan and Skoda Karoq you can definitely see a resemblance. Still, all three have their own look with the Cupra clearly given the role of being the fierce, sporty one. 

While the Ateca V doesn’t have the same menacing styling as the VZx, it’s definitely a seriously sporty looking SUV with its 19-inch alloys, aggressive front bumper, triangular LED running lights and blacked out wing mirrors, roof rails and CUPRA lettering across the tailgate. 

The bronze Cupra logo really signals the sporty intent of this brand and I’ve been told on more than one occasion that it looks like a biohazard symbol by people confused by what it is I’m driving. According to Cupra the blade-like design represents “the sense of belonging to a clan”. 

Measuring 4381mm long, 1841mm wide and 1625mm tall with 2630mm wheelbase the Ateca V is about 15cm shorter in length than a Tiguan, but as you’ll see in the practicality section the interior dimensions might be larger than you think.

The Ateca V’s cabin is full of dark-coloured materials with black leather upholstered sports seats and steering wheel. In the same way it feels like Batman designed the exterior the interior it has a ‘Made in Gotham City’ feel with a brooding style incorporating high quality textures and surfaces.

The Stinger looks fantastic. I know the car has its detractors, but there's a massive Euro influence here that sits well in my visual cortex. It's maybe not as ooh-aah as the A5 or the outgoing BMW 4 Series Gran Coupe, but the Stinger can and should be mentioned in the same breath. It looks terrific, even if it is a bit fussier in the details.

From the signature grille, the low beltline, big wheels and sports coupe roofline, it looks sleek and sophisticated. 

Inside is a bit more conventional, with some real classic touches such as circular air vents, conventional-looking gear selector and a flat-bottomed steering wheel. It's cool, clean and, with the big new screen, a bit more techy-looking than before. There are lots of nice materials and the odd rogue one, but it's a good cabin that feels well put-together.

The Ateca V is only about 4.4m long which is a lot shorter than a Kia Sportage, Nissan X-Trail or Subaru Forester, which are truly mid-size SUVs. So, the Ateca is a small SUV but on the larger side compared to say a Volkswagen T-Roc.

Despite its fairly diminutive exterior proportions the Ateca V has excellent storage and is remarkably spacious. If you have a young, small family and want a five-seater SUV big enough for them but small enough to make urban driving easy the Ateca V ticks both boxes.

Up front there are the gigantic door pockets, two cupholders, a decent-sized covered centre console bin and under-dash storage with wireless phone charging and two USB ports.

The second row is incredibly spacious for a small SUV with so much room for me at 189cm tall to sit behind my driving position. Headroom is excellent, too.

There are also cupholders in the fold-down armrest, two USB ports and big door pockets.

The back door apertures are tall and wide which makes getting little kids in and out of their car seats easier for parents.

A 485L cargo capacity is large for the class and under the boot floor is a space-saver spare wheel.

This is really a four-seater car. While there is good legroom in the rear, the falling roofline, small door aperture and huge transmission tunnel box you in a bit, almost rendering the middle seat useless for all but the shortest of folks. You do get your own air vents, though, which is generous.

The low roof also means limited headroom, made a little worse by the standard sunroof. I had room but taller people might brush the headlining. There are two cupholders front and rear for a total of four and each door has a bottle holder.

The boot is a modest-for-this-size 406 litres, rising to 1114 litres with the seats down. Access to the boot is good if not spectacular; the hatch opens wide but a slightly narrow aperture means loading and stowing flat packs and things like that could be a struggle.

As is the custom at this time of the year, the Stinger scored a mild update for that minty-fresh taste at the dealer. Not much has changed in the looks department (good) and the most obvious tweak is the brand-spanking new media system already seen in the brilliant new Sorento.

The GT-Line is one of two four-cylinder variants of the Stinger, priced at $57,230 or $60,690 driveaway, a solid $7000 more than the 200S and it's $730 more than the MY20. It's also uncomfortably close to the 330S, which has the delicious twin-turbo V6, but obviously a lower equipment level.

For your money you get 19-inch alloy wheels, a 15-speaker stereo, dual-zone climate control, camera package that includes a reversing camera, side cameras and front camera, keyless entry and start, front and rear parking sensors, active cruise control, powered heated and ventilated front seats, sat nav, automatic LED headlights, head up display, leather seats and wheel and even more besides. It's a lot, which is fair given the price.

The 15-speaker stereo is run by the excellent new media system on the excellent new 10.25-inch touchscreen. It's great to look at, has some really cool ideas in it (including the hilarious soundscapes list which includes, for some reason, a noisy cafe environment), DAB and Apple CarPlay and Android Auto.

The Ateca V has a 2.0-litre turbo-petrol four-cylinder engine making 140kW and 320Nm. That’s a step down in output compared to the VZx’s 221kW and 440Nm, but the V doesn't feel underpowered.

A seven-speed dual clutch automatic transmission shifts gears lighting fast with the drive going to all four wheels. Yes, it’s all-wheel drive.

Under the GT-Line's bonnet is Kia's Theta II 2.0-litre four-cylinder turbocharged engine. It's the same as before, with a stout 182kW and 353Nm. Driving the rear wheels is an eight-speed automatic from the Hyundai-Kia empire.

It's pretty rapid, knocking out the 0-100km/h spring in just six seconds, a mere 1.1 seconds slower than its faster sibling's 4.9 for the benchmark.

Cupra says that after a combination of open and urban roads the Ateca V should use 7.1L/100km. That’s not hugely fuel efficient and urban consumption of 8.6L/100km will mean higher fuel bills than a hybrid SUV of this size.

On the launch we saw a fuel consumption average of 7.7L/100km and that’s after city roads, motorways and country roads.

Once we have the Ateca V in our CarsGuide garage we’ll be able to perform a real-world test of its fuel consumption.

The Ateca V has a 55-litre fuel tank and requires 95 RON premium unleaded petrol. Theoretical driving range is around 775km.

Kia's claimed combined cycle figure is 8.8L/100km. As the Stinger goes without trickery like stop-start or mild hybridness, it's no surprise that my week with it yielded an indicated 10.4L/100km, which isn't bad for a 1750kg sports sedan that was not molly-coddled and also spent some time in a resurgent case of crap traffic in Sydney.

It also drinks standard unleaded, which is a nice touch.

The launch of the Ateca V saw us drive the V and the VZx back-to-back, which highlighted how good the V is for the money when it comes to its on-road performance.

The 2.0-litre engine is superbly responsive with loads of torque for such a small petrol SUV, while the dynamics were equally impressive on winding country roads. Even when those roads occasionally and suddenly turned from bitumen to dirt at 100km/h excellent all-wheel drive traction kept everything under control.

The Ateca V we tested has the optional Tech Package fitted which adds dynamic chassis control and adjusts the suspension in the Comfort drive mode setting to a softer level compared to the firmer level in Sport. The ride in any mode, however, is comfortable with great handling. 

As standard the Ateca V is given sports suspension and after a quick sample of the Ateca V with this set-up I also found the ride to be comfortable and composed.

There's good visibility even through the rear window, along with nicely weighted accurate steering and a good pedal feel under my feet make the Ateca V effortless and enjoyable to drive.

I have driven and loved the Stinger GT. It's tremendous fun, goes like a rat running away from a cut snake, which itself is being chased by a mongoose with its bottom on fire, and it handles like a proper sports sedan.

The GT-Line is obviously not that quick, but it's not slow, either. But it does take a bit of the GT's DNA and delivers a driving experience eerily reminiscent of an E90 BMW 3 Series. That seems like an out-of-date reference, but it was a beautiful car to drive with a lovely balance of ride and handling.

The steering has good feel and you know what's going on underneath the front wheels. You sit towards the centre of the car, also a BMW trademark. Turn the wheel and the car goes with you, despite its bulk, and it's happy to dance a bit with its limited-slip diff.

The 2.0-litre turbo does a good job in most conditions but you feel it coming up short when you're hustling it. It's never breathless, but the torque deficit to the turbo six is clear. If you've not driven the faster Stinger, you may not notice, but there's a touch of lag in the 2.0 that contributes to the idea it's working hard to move the big sedan.

But back off a little and it becomes a fluid, fun drive. In town it's firm but very comfortable, gently bumping rather than crashing into potholes. The rear suspension is a complicated five-link set-up that costs money and eats into boot space but delivers the goods.

Given its length the Stinger is a bit tough to manoeuvre in tight spaces and its 11.2m turning circle isn't too flash either, but you soon get used to it.

The Stinger ships with an impressive safety package that includes seven airbags, ABS, stability and traction controls, high- and low-speed forward AEB with pedestrian and cyclist detection, intersection assist, lane-keep assist, steering assist, driver attention alert, high- and low-speed forward collision warning, front cross traffic alert and rear cross traffic alert.

You get two ISOFIX points and three top-tether anchors.

The Stinger scored five ANCAP stars in 2017.

The Ateca V is covered by Cupra’s five-year, unlimited-kilometre warranty, with servicing needed every 15,000km or annually.

You can buy a five-year service plan for $1990 - which isn’t overly pricey.

Kia's ground-breaking seven year/unlimited kilometre warranty along with roadside assist for the first 12 months. Each time you service your car at Kia, you get an extension on your roadside assist for up to eight years.

Perhaps the only thing that makes you go, "Oh, what?" about the Stinger is the 12 months (Good)/10,000km (Oh...) service intervals. That's pretty common with Kia's turbo engines but is a little inconvenient. Then there's the cost - prices range from $312 to $685, which adds up to $3459 over the first seven services. If you stay under 10,000km/year, that's not bad going at under $500 per year for servicing, but if you're a high-miler, it will add up.

The servicing isn't outrageous - and the prices are capped - but it's not cheap, either.