Kia Stinger VS Audi A1
- 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
- Looks super cool
- All variants fun to drive
- High-tech and practical
- RIP S1
- 40 TFSI expensive
- Road noise
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|
After the last one hung around for a little too long, the A1 is back, bringing new life to an unloved market segment.
Seriously, when was the last time you spared a thought for the premium end of the small hatch segment? When the Mini Cooper was last updated? Maybe when the last generation of A1 launched nine years ago?
But if this new A1 doesn’t have you paying attention nothing will. What’s more, Audi is launching into this nice space with a fully-fledged range of variants and a slew of visual options to appeal to the widest range of buyers it can.
So, should you consider one? Has Audi smashed it out of the park on price for its three-engine range? And, what’s up with that triple barrelled snout?
We went to the launch of the 2020 A1 range to find the answers to these questions and more.
|Fuel Type||Premium Unleaded|
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 A1 is fun to look at, fun to drive, and genuinely full of cutting-edge tech. While it launches into a city-car segment with few competitors in Australia, it still has an impressive specification list which no other small car can match.
What’s more is each variant is carefully crafted to a specific buyer in terms of its price, performance, and equipment. Just be aware each trim level has a distinct options list that can make a stark difference to the end product available to you.
To that end, our pick of the range is the 35 TFSI. It’s able to perform well in a wider range of road conditions while still keeping the cost well below the almost-$50k 40 TFSI. It also opens up a much longer list of optional equipment than is available on the 30 TFSI.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
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.
Don’t you think the A1 is a good looker? I do, and in the flesh, it manages to look even better.
Even the base car is quaint, with its stout dimensions and subtle lines. It’s clear the brand is making a solid effort to deviate from the phrase “all Audis look the same” which is definitely one you’ve heard before.
New design elements include the strong, more squared-off wheelarches, thick and angular C-pillar, and new more complicated front.
The LED light clusters round off the A1’s distinctive face, but somehow bring the whole thing together for a distinctive Audi look.
Fresh, but not wild. We like it.
Inside is full of nice touches and surfaces. It comes off as a bit of a polygonal assault, but the strong design theme and driver-centric design are a fresh futuristic breath.
Either the 8.8-inch or 10.1-inch multimedia screens are stunning in their resolution, fidelity, and graphics, really cementing the media system as the heart of the dash.
That’s saying a lot, too, because there are plenty of other wow moments, like the slick digital dash elements, vented passenger dash insert and the way the design spills into the door cards. You can add ambient lighting onto it further up the range.
A few weak points are easily noted, however. Having a turnkey on the base spec 30 TFSI is decidedly not 'premium' and the complete lack of an electric handbrake makes the centre console area a little clumsy. The plastics around the lower third of the dash are Polo quality, which is good for a car this size, while not quite oozing luxury.
The seats themselves are comfortable, no matter which grade you pick, but the only way to get leather is to opt for the S-Line interior package, only available on the top-grade 40 TFSI ($1100).
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…?
The new A1’s wheelbase has been stretched out by 94mm which doesn’t sound like much, but makes a world of difference when it comes to this car’s floorplan.
There’s way more space than you’d expect just by looking at the outside, which becomes evident the moment you put yourself in the driver’s seat.
My 182cm tall frame had leagues of headroom, legroom, and arm-flailing space, and I was struck by how adjustable the seating position was, featuring a low seat and a broad-reaching telescopic adjust for the steering column.
Storage is abundant too, with a massive bin under the climate controls, and three variably-sized cupholders in the centre console. It’s a bit annoying you’ll have to spec up to the 35 TFSI to get a tiny centre console box, the main use of which is as an elbow rest for the driver and front passenger.
Full marks for large bottle holders in the doors (for a car this size), too, and the addition of USB C outlets will keep tech-heads very happy. Wireless charging on the 35 TFSI and wireless CarPlay on the 40 TFSI are impressive inclusions (all without a subscription...) and the screens are bright and easy to reach thanks to the new driver-centric dash.
The back seat offers a genuinely surprising amount of room, with an inch or two of airspace for my knees behind my own driving position and enough headroom for me, but perhaps nobody taller.
All the seats sit really low to the floor. While this leads to a sporty driving position, it also brings up questions about the fitting of child seats or clambering in and out.
As if all of those dimensions weren’t improved enough, the boot is even better again. It has 335-litres (VDA) of space which is a whopping 65 litres more than the outgoing car. That’s more boot space than a Toyota Corolla or a Mazda CX-3 - for a bit of context.
There’s a catch though. The A1 has no spare wheel, with all variants shipping with an inflator kit, and the brand says there will be no all-wheel drive versions, preferring instead to make the most of the deep boot.
Price and features
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.
The A1 comes in three variants, distinguished by their engines. We’ve found it also slots them neatly into potential buyer classes, and we’ll explain as we go along.
Kicking off the range wearing an MSRP of $32,350 is the 30 TFSI. Now the cheapest Audi you can buy, it comes packed with an eco-conscious 1.0-litre three-cylinder engine and seven-speed dual-clutch auto, 16-inch alloys, an 8.8-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, a 10.25-inch digital dash (no A1 comes with analog dials), DAB+ digital radio, front and rear parking sensors, cloth seat trim, and a turn-key ignition.
This is great spec, especially for a premium car, and surprising for Audi’s most affordable model. Another way of looking at it, is that you can get a lot of the same spec from a mid-grade VW Polo ($24,990), but it doesn’t look near as good as the A1, and Audi says it expects this car to draw a lot of buyers out of non-premium options.
Importantly, it should be drawing buyers from the not-quite as well equipped entry-level Mini Cooper ($34,000).
Next rung in the A1 range is the mid-grade 35 TFSI ($35,290). Offering a balance of spec and price, on the face of it, the 35 only offers buyers a few extra tidbits for a little extra cash.
You get 17-inch wheels, keyless entry and push-start, ambient interior lighting, auto-dimming rear vision mirror, armrest centre console, and a wireless phone charging bay. On top of that, the 35 TFSI is able to be specified with a more comprehensive list of option packages.
The 40 TFSI is the top-grade A1, and takes a significant jump from the rest of the range in terms of price at $46,450. The 40 TFSI has a more powerful 2.0-litre engine, and increases the specification to include 18-inch alloy wheels, S-Line pack which significantly ups the visual ante, dual-zone climate control, adaptive suspension, heated and auto-folding rear vision mirrors, Audi’s fully-fledged 'Virtual Cockpit' digital dash, built-in sat-nav and internet connectivity, as well as wireless CarPlay via a larger 10.1-inch screen.
It’s true the 40 TFSI is expensive, easily beyond $50k once you add a few options, but it stands in place of the discontinued S1 hot hatch.
Engine & trans
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.
Each of the three A1 trim levels is defined by its engine.
The base engine in the 30 TFSI is a 1.0-litre three-cylinder turbo-petrol. It produces a city-car appropriate 85kW/200Nm.
Next up is the 35 TFSI which offers a bit more power, good for buyers who will use the freeway a bit more often. It’s the most recent engine here, a 1.5-litre four-cylinder turbo which produces 110kW/250Nm. It’s worth noting this engine is fitted with an emissions-reducing petrol particulate filter (PPF) in Europe, but this component had to be removed for the Australian version as our lax fuel standards could have caused problems.
This engine does get ‘cylinder-on-demand’ technology, which can shut down two of the four cylinders when cruising to save fuel.
The top engine available in the 40 TFSI is a 2.0-litre four-cylinder turbo producing 147kW/320Nm. It’s a far punchier unit, offering a clear driver’s choice in the A1 line-up, especially now it’s unlikely we’ll ever see a proper hot-hatch S1.
The 1.0-litre and 1.5-litre engines are both mated to a seven-speed dual-clutch automatic, while the top-spec 2.0-litre has a six-speed dual-clutch instead. A five- or six-speed manual version, available in Europe, will not make it to Australia.
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.
How much of that 95 RON fuel you’ll consume will obviously depend on which engine you choose. We didn’t have time to give you a fair indication of real-world figures on our drive program, so we’ll be working with official, combined cycle numbers.
The 1.0-litre 30 TFSI has a claimed, combined cycle fuel consumption figure of 5.4L/100km. It’s surprising to see it come in as higher than the five-door automatic three-cylinder Mini Cooper, which is rated at 5.0L/100km despite producing more power.
Stepping up to the 1.5-litre four-cylinder 35 TFSI puts the official combined consumption number up to 5.8L/100km, and the 2.0-litre four-cylinder 40 TFSI will consume an official combined 6.4L/100km.
The best estimate I can give you on real-world consumption for now is the 7.0L/100km I scored on the three-cylinder Polo which the 30 TFSI shares its engine with.
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.
We had a chance to sample all three A1 variants at the launch, and we’re happy to report each one slots into its target category nicely.
All cars benefit from an adjustable and sporty driving position, which is comfortable, even over long periods, and genuinely pleasant steering.
It’s really light at low speeds, but stiffens up to offer responsive and direct feedback at speed.
The entry-level three-cylinder kicks along nicely at city speeds, with its peak torque being available at a low 2000rpm.
It certainly feels like it punches above its weight, but that doesn’t stop it from feeling a little weak on the freeway, for more high-speed overtaking maneuvers. There just isn’t much power left in reserve.
The 30 TFSI has the least road noise of the trio thanks to its smallish wheels and spongey rubber.
Stepping up to the 35 TFSI brings a welcome power upgrade (adding 35kW/50Nm). It feels like the engine most suited to this car, with great performance at all speeds.
It’s far from a hot-hatch, but the efficiency technologies gained here should help buyers save a bit of extra fuel in the long run.
Power is much better at freeway speeds, and that’s perhaps what will sell this car over the three-cylinder which seems like a better fit for a predominantly city-slicking buyer.
Road noise picks up a bit, with the 35 TFSI’s extra wheel size and slim profile tyres.
The top-spec 40 TFSI seems to be an S1 hot-hatch in everything but name. The 2.0-litre engine with its relatively massive power outputs is more than enough for something this size, and it comes with some genuine performance enhancements too.
These include adaptive dampers (with three modes), paddle-shifters, and a seemingly more sporting six-speed dual clutch – which has more clearly defined ratios to play with.
While I was expecting the ride to be unduly harsh on the 40 TFSI just by eyeballing its big wheels, the experience behind the wheel blew me away with how comfortable those active dampers make it.
Even in ‘dynamic’ sport mode, the 40 TFSI is comfortable, while also being even more confident in the corners than the two cars below it. It also tightens up the steering and transmission response for a proper driver’s experience.
Driving on the paddle shifters was a good laugh, as they are instantly responsive, and having just six ratios proved immensely satisfying on country back roads.
The main downside of each variant was the road-noise, but other than that I only found the stop-start system to be a tad clunky in T-junctions. Combined with a dual-clutch auto, it can take a full second for everything to get going again, potentially costing you a gap in traffic.
Overall, every A1 is great fun behind the wheel, and each one slots nicely into a bracket suited to a particular target audience, be it someone who wants a city runabout or even someone looking for a luxury-tinged hot hatch.
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 A1 hits the market with a fresh maximum five-star ANCAP safety rating. This is largely thanks to its camera-and-radar based auto emergency braking system (AEB – works up to 250km/h for other vehicles or up to 65km/h for pedestrians), and lane departure warning with lane keep assist.
There is no blind-spot monitoring, or rear cross traffic alert available on the A1 range, however active cruise control can be optioned to the 40 TFSI as part of the ‘Premium Plus pack’ ($2990).
Freeway speed AEB is impressive for any city-sized hatch, let alone a premium one and on our test we found the lane keep assist tech to be subtle but reassuring.
All A1s now have a reversing camera as well as front and rear parking sensors. The expected refinements like six airbags, stability control and brake controls are also all present. The lack of a spare will be a let-down for long-distance drivers.
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!).
The A1 soldiers on with a three-year/unlimited kilometer warranty, which is standard among premium automakers – but still miles behind the mainstream industry standard of five year’s warranty.
Service intervals for all A1 variants are set at 15,000km or 12 months, whichever occurs first.
The best news is in the A1’s service pricing which is most efficiently pre-paid as a pack at the time of purchase (and hence, can be added in on finance). The service packs are priced at a very-cheap-for-a-premium brand $1480 for three years or $1990 for five years.
The A1 is built in Spain.