KIA STINGER GT- S
Put your preconceptions to one side; the rear-wheel-drive, 365bhp, twin-turbo Stinger GT-S is really rather good
CAST YOUR EYE OVER KIA’S CURRENT MODEL line-up and you’ll find a raft of ‘me too’ crossovers and cost-conscious small cars that are only really notable for their long warranties – along with driving dynamics that would give Nytol a run for its money as a cure for insomnia. Yet look a little closer and there are clues that Kia’s focus could be changing – and changing in a way that gets the likes of you and me sitting up and taking notice.
First there was the surprisingly accomplished Kia Proceed GT warm hatch; then the company delivered its most serious statement of intent by poaching BMW M division’s Albert Biermann. That was two years ago now, and since then the German has been working his magic behind the scenes in an effort to give Kia’s products a more dynamic edge. Sister firm Hyundai was the first to benefit from his endeavours with the very recent launch of its startlingly good i30 N hot hatch (Driven, evo 241), but now it’s Kia’s turn with its first sports saloon: the Stinger GT-S.
While Herr Biermann might have felt a little out of his comfort zone developing the front-drive Hyundai, he should’ve been right at home when getting to grips with the Stinger, as just like those M-cars he used to work on it has a big engine at the front driving the rear wheels.
There’s no doubting Kia’s ambition with the Stinger, which in terms of specification and intent is aimed squarely at some fairly tasty machinery, including the Mercedes-amg C43, Audi S5 Sportback and BMW 440i Gran Coupe. There will also be milder diesel and petrol versions when the car goes on sale later this year, but it’s this flagship GT-S that’s of most interest to us. Unlike most markets, the UK is the only country that gets this model in rear-wheel-drive guise only – elsewhere the GT-S is four-wheel drive. It’s a decision that seems to send a clear signal that this is a car to be taken seriously, even if Kia’s bosses then muddle the message by stressing that the Stinger is really an effortless grand tourer that’s capable of some occasional driving fun, rather than an out-and-out sports saloon.
Nonetheless, it’s certainly got what it takes on paper to make you think Kia’s targets aren’t too fanciful. For
instance, nestling under the Stinger’s vented bonnet is the ‘Lambda II’ 3.3-litre V6 that can trace its roots back to the Hyundai Genesis executive saloon. The addition of a pair of turbochargers boosts power to 365bhp, while peak torque is 376lb ft, which is delivered in a flat line from an idle-like 1300rpm all the way to 4500rpm.
Other high-performance hardware includes a locking rear differential, adaptive dampers and a Brembo braking system that packs fourpiston calipers and 350mm front discs, though an eight-speed automatic gearbox is the only transmission option.
So, what’s it like? Well, given the materials and the personnel involved, you’ll not be completely surprised to learn that it’s a very good first effort. For a start, it’s properly quick: despite tipping the scales at a hefty 1780kg, the Stinger launches from 0 to 62mph in just 4.9 seconds. Yet it’s the car’s thumping midrange pace that leaves the biggest impression. With maximum twist on tap from such low revs, there’s virtually no turbo lag, the Stinger simply surging forward like it’s been, erm,
stung. It has that relentless, deep-chested urge normally associated with big-capacity muscle-cars.
Of course you can rev the engine out to its 6500rpm red line, but there’s really no point, because not only does the Kia feel so effortlessly fast in the mid-range, but the V6’s note is rather charmless when extended. There’s a sound synthesiser that adds a more gravelly tone when you select Sport (there are also Eco, Smart, Comfort and Sport+ modes), but the sound it delivers is unpleasantly artificial. Best to simply enjoy the low-down thrust and general refinement to make quieter but equally swift progress.
The eight-speed automatic is also a little uneven in its qualities. Left to its own devices, the transmission slurs its shifts with the sort of near-imperceptible smoothness you’d expect from a car emblazoned with GT badges, while twisting the centre console-mounted driver-mode rotary controller to Sport serves up snappier shifts and a sharper response to the throttle. For ultimate control, the wheel-mounted paddles are the best bet, apart from the fact that there’s no option to lock the gearbox in the manual setting – leave the shifters alone for five seconds and the transmission reverts to automatic. It’s a frustrating trait for a car aimed at enthusiastic drivers, but one that might make sense if you were developing an easier-going GT car.
Leave the systems in Smart or Comfort mode and it’s clear the engineers have got the grand tourer thing nailed. What strikes you first is the ride, which is supple and welldamped, taking everything from big bumps to potholes in its stride. There’s an underlying firmness around town, but it never becomes uncomfortable and the excellent dampers manage to round off even the sharpest surface imperfections. The car is quiet, too, with both wind- and road-noise well suppressed, even when cruising at high speeds.
Yet there are clues that the Stinger has a more dynamic alter ego lurking beneath the surface. For starters, the driving position is set surprisingly low, while the major controls have a reassuring meatiness to their weight and response. The Brembo brakes deserve special mention, for they deliver both confidenceinspiring stopping power and a beautifully progressive pedal action.
Flick the car into Sport and you can feel the extra firmness in the dampers and that more eager response to the throttle. The steering is reasonably quick and the front end responds crisply, with the combination of torque-vectoring and grippy Continental rubber helping the Stinger stay locked on to your chosen line. There’s good traction, too, in the dry at least, and despite the Kia’s large external dimensions and portly kerb weight it feels remarkably light on its feet through a series of corners.
Perhaps more surprising is just how throttle-adjustable and playful the Stinger can be. Relax the traction control’s grip on the rear wheels and you can use all that torque and the limited-slip differential to trim your line. Apply more throttle and you’ll have well-telegraphed oversteer on command – at this point you really have to pinch yourself that you’re driving a Kia that’s more willing to play the hooligan than any BMW this side of an M3.
That said, it’s not without its quirks. With so much mass to manage, the suspension
‘It has that relentless, deep-chested urge normally associated with big-capacity muscle-cars’
struggles to contain body roll, even with the dampers in their stiffest setting. Weight also plays its part in the Kia’s on-limit handling, where it can get a little ragged – carry too much speed into a corner and the front end pushes wide sooner than in an Audi S5, while body movements aren’t as well-checked as you’d like over mid-corner crests or big compressions. The steering would also benefit from additional work – the electrically assisted set-up is fast enough, with decent weighting, but there’s little feel.
The surprisingly capable driving experience is matched by the car’s looks and finish. We’ll leave it to you to decide whether the exterior’s mish-mash of Audi A7, Maserati 3200 GT and Kia Optima is a successful one, but there’s no denying it attracts attention. It’s a similar story inside, where in this case the bold ambition is slightly undone by materials that aren’t up to the same standard as you’ll find in the German competition – the leather-look key-fob with its moulded plastic stitching is a case in point. Still, it’s roomy and ridiculously well equipped, with a standard features list that would have BMW owners weeping into their optional extras brochure.
And that brings us to the price. The allsinging and all-dancing GT-S tested here is £40,495, which is a fairly hefty chunk of cash to drop on a large five-door hatchback with a Kia badge, even one that undercuts the usual German suspects by between £4000 and £8000. In fairness, the Kia won’t worry these models in the sales charts (the aim is to shift just 1800 Stingers a year in the UK), but that’s not what this car is about: it’s a shop window for the brand; one that will set the tone for Kia’s more mainstream machines. The Stinger GT-S is not perfect yet – there are still some foibles to be ironed out – but as a first attempt at a proper, grown-up drivers’ car it’s a remarkably impressive achievement.