2020 Kia Stinger vs 2018

What's the difference?

While the jury may be out on the Stinger’s looks, there’s no denying it’s great to drive thanks to a bit of engineering magic. And as far as rear-wheel drive sedans in the mainstream market go, it’s a historic effort, no matter how unloved it’s been so far in its short life.

That said, the GT-Line is expensive for what it is, so we’d forgo its turbo four-cylinder engine for the twin-turbo V6 in the GT. Sure, doing so would require an extra $4500, but it would be well worth the spend for the extra performance. Trust us…

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.

Beauty is in the eye of the beholder, and to this beholder's eyes, the Stinger looks rather awkward.

Full credit to Kia for producing an eye-catching design, but unfortunately it is of the polarising variety.

On one side, there are people shocked that a Kia could look so stylish. And on the other side of the fence you have people like us, who think the Stinger tries a little too hard.

But that’s not to say we hate how it looks, because after all, hate is a strong word and the Stinger does have some redeeming design qualities.

For example, if you take the chunky LED headlights out of the front-end equation, you’re left with one angry face. We especially like the bonnet vents, fake or not.

Move to the side, however, and things really start to fall apart. The GT-Line’s 19-inch alloy wheels look the business, and so does the fastback-style roofline, but front fender the air vents distract, especially with the door creases that lead into them.

That said, our biggest bugbears are the upper-rear reflectors, which start at the Maserati-style LED tail-lights and wrap around the haunches. As far as we’re concerned, they look plain silly, especially when viewed from the side.

The rear end is the most resolved part of the Stinger’s exterior. Sleek and chunky mix together well, with the blacked-out rear diffuser and quad exhaust tailpipes obvious highlights.

Inside, Kia has maintained the design effort, except this time the results are overwhelmingly positive.

The materials used are predominately lovely. Soft-touch plastics for the dashboard and door shoulders, while leather upholstery adorns the steering wheel, seats and armrests.

Thankfully, gloss-black is only used for the dual-zone climate control and side air vent surrounds, with aluminium accents in support. A thoughtful selection, which is nice to see.

The overall look is suitably sporty, with the flat-bottom steering wheel (with paddle-shifters), alloy pedals, turbine-style air vents and intricate speaker grilles all great touches.

You even get a traditional tachometer and speedometer, which are increasingly rare. That said, there is a large multi-function display in between them and a windshield-projected head-up display above, so it’s still a tech fest.

And the dashboard is punctuated by a floating 8.0-inch touchscreen, which is surrounded by unfortunately large bezels. The multimedia system powering it does the job, though, so it’s not all bad news.

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.

It pays to look good. In this case, ‘good’ is a relative term, but the Stinger still pays a price to look the way it does.

Indeed, the Stinger isn’t exactly practical, with most of the pain felt in the second row, where space is at a premium.

Behind my 184cm driving position, about eight centimetres of knee room is on offer, which is good. What isn’t is head and toe room, which are basically non-existent.

There’s also a large transmission tunnel to contend with, eating into precious footwell space and making three adults sitting abreast in comfort impossible.

But that’s if you make it into the second row in the first place, because the rear door aperture is puzzlingly small. Be prepared to contort your body to get in and out.

Then there’s the boot, which is accessed via a hatch. Given its fastback-style roofline, the Stinger's teardrop shape isn't cargo-friendly.

All in all, 406L of cargo capacity is available with the 60/40 split-fold rear seat upright. Drop it and this figure increases to 1114L.

Neither are large numbers for a car measuring 4830mm long, 1870mm wide, and 1400mm tall.

Front occupants are treated to a pair of cupholders in the centre console as well as door bins large enough to accommodate regular bottles.

Those in the rear get two cupholders in the fold-down armrest plus room for small bottles in the door bins.

Storage options also include a decent glove box and central storage bin, the latter including a removable tray and narrow cut-out for knick-knacks.

Connectivity-wise, there’s a USB-A port, a 12-volt power outlet and an auxiliary input in the centre console, while the former two are found again in the rear, below the central air vents.

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…?

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.

Every Stinger has Apple CarPlay and Android Auto, as well as built-in sat nav with 10 years of updates.

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 GT-Line is motivated by a 2.0-litre turbo-petrol four-cylinder engine punching out a reasonable 182kW at 6200rpm, and 353Nm from 1400-4000rpm.

Drive is exclusively sent to the rear wheels, while an eight-speed (torque-converter) automatic transmission is responsible for swapping gears.

With launch control on-board, the GT-Line can sprint from 0-100km/h in a hot hatch-like six seconds flat.

Of course, if you want more punch and an ever so slightly higher standard spec, you’ll have to fork out an extra $4500 for the GT and its 272kW/510Nm 3.3-litre twin-turbo V6 petrol unit.

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.

Kia claims the GT-Line consumes 8.8 litres of 91RON petrol per 100 kilometres on the combined cycle test (ADR 81/02).

In our real-world testing, we averaged around 12L/100km across an even mix of city and highway driving, which is okay given the inclusion of several 'spirited' blasts.

For reference, claimed carbon dioxide emissions are 201 grams per kilometre on the same standard assessment.

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.

Does it surprise you to know that one of the key people behind the Stinger’s development, Albert Biermann, was previously the head of BMW’s M high-performance division?

Yep, Kia was very serious when it conceived the Stinger, and picked the perfect man to infuse it with sporting intent to match its name.

Indeed, the Stinger is a Kia that feels like a BMW to drive. It’s staggering at first because you just don’t expect such a high-quality feel.

Even with a four-cylinder engine under the bonnet, the Stinger is still a great drive.

The engine is surprisingly good fun. A thick wad of torque is served up from just above idle and holds throughout the mid-range. Push harder and maximum power is unleashed just prior to the redline, but it does feel less refined as you approach the top end.

That said, the resulting exhaust note is pretty decent. While lacking theatrical crackles and pops, it's bass-heavy and provides a friendly reminder that this is not just a visually enhanced Optima.

The automatic transmission does a reasonable job of tying things together, delivering smooth gear changes around town, where it prefers to keep engine speeds ticking barely above idle.

Stick the boot in and it will drop a gear or two, albeit in a leisurely fashion. If you’re driving with intent, though, switch from the 'Normal' drive mode to 'Sport', which makes the throttle response and shift points more aggressive.

And don’t forget the paddle-shifters, there for when your patience wears thin!

Tuned for local conditions, the independent suspension set-up consists of MacPherson-strut front and multi-link rear axles with adaptive dampers.

The resulting ride is really, really good. Like the rest of the Stinger, it feels super solid, but it’s also smooth, dealing well with poorer road surfaces.

The solidity does give it a firm tinge, but not an uncomfortable one. And this firmness can be dialled up by putting the adaptive dampers into their sportiest setting, which is basically a pointless exercise given the Stinger’s handling prowess.

Case in point, body control is strong when pushing hard around a corner, where the Stinger comes into its own thanks to its long wheelbase (2905mm) and rear-wheel drive set-up.

Upon corner entry, the Brembo brakes (350mm ventilated discs with four-piston calipers up front, and 340mm solid rotors with two-piston stoppers at the rear) do a great job of washing away speed before the Stinger turns in sharply.

Mid-corner, the limited-slip differential springs to life, helping to put power down when getting on the accelerator nice and early, at which point you can really start to feel the rear wheels drive you out of the bend.

Thankfully, the electric power steering is just as good. Like the suspension, it is tuned locally, and done so beautifully. Yep, even the road feel is pretty good!

Kia nailed the weighting in the Normal drive mode. Switch across to Sport, however, and the artificial heft becomes a little too much in hand – a classic BMW trait.

This system’s variable ratio is appreciated at low speed, especially in tight spaces, such as car parks. And it’s also a winner at high speed, providing additional stability, particularly on low-quality roads.

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.

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. 

The braking response of the Brembos on the V6 models was definitely better than the four-cylinder models.

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. 

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 Stinger comes with Kia’s industry-leading seven-year/unlimited-kilometre factory warranty, and its service intervals are every 12 months or 10,000km, whichever comes first. The latter falls short of the industry standard (15,000km).

A seven-year/70,000km capped-price servicing plan is available for the GT-Line, costing $3528 (an average of $504 per visit) at the time of writing.

While only one year of roadside assistance is offered as standard, this term can be extended up to eight years if the Stinger keeps coming in for its annual scheduled services at an authorised Kia dealership.

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!).