The 4-door Kia Stinger coupe has already proven its price, having crushed the Audi S5 Sportback in a twin check again in the beginning of the 12 months. However, that was in sporty GT S guise. Here we’re testing the Korean car in more inexpensive and arguably extra related diesel form, which suggests it’ll must face off in opposition to some German giants. For years BMW was king of this class, offering a sportier model image and vehicles that backed this up with their driving experience. But at practically £40,000, is that this a bridge too far for the Korean brand, or does Kia’s conventional value for money still shine by means of even at this end of the market? Read on to find out. We’re testing Kia’s 2.2-litre diesel Stinger in high-spec GT-Line S spec, which costs a not insignificant £37,425, but comes loaded with equipment. Given how competitive this class is, the Kia will have to deliver all-round enchantment.
We find out if it succeeds towards some gifted opposition. The Kia acquits itself pretty properly once you’re below means, too. That heavier kerbweight did hamper the on-paper efficiency benefit at our test track, but the Stinger nonetheless sprinted from 0-60mph in 7.6 seconds, which was a tenth faster than the Arteon, but one tenth behind the 4 Series. The 440Nm of torque and eight ratios in its field meant it was flexible sufficient in gear, too. It lagged a bit behind the eight-speed BMW, however solely by a few tenths in each of the taller gears from 50 to 70mph, and never a lot that you’d notice on the road. What’s extra necessary is the standard of the shift. While the field is clean in auto, it’s not as quick to swap ratios because the BMW’s, or fairly as snappy because the VW’s DSG set-up. At a canter the Kia is refined, but push it tougher and acceleration is hampered more noticeably by the jerkier gearchanges, while the engine will get a bit coarse, too, although both of its rivals undergo this as effectively.
Combined with the candy chassis set-up, the weight and long wheelbase mean the Kia rides smoothly. Only at the edge of its envelope does the experience feel brittle, as a result of the dampers need to dissipate the power more rapidly. At a relaxed tempo the Stinger feels, nicely, relaxed. The steering is a pleasant weight however doesn’t have the BMW’s extra incisive, communicative feel or the VW’s precision. This partly stems from the very fact the Stinger rolls once you up the pace. It feels all of that 1,810kg, too, because it lacks its lighter rivals’ agility, whereas the longer wheelbase means it doesn’t turn as shortly, both. However, as a road automobile for munching motorway miles and making swift progress on twistier tarmac, the Stinger is adept. The engine and transmission package is refined enough so long as you retain a lid on your enthusiasm, whereas the journey high quality means all but the worst bumps and imperfections are smothered sufficiently.
It’s a safe reasonably than scintillating package. Testers’ notes: “There’s no permanent guide mode for the box. The Volkswagen Arteon has already proven its credentials in opposition to the Audi A5 Sportback, which is why that rival isn’t part of this test. But can the VW beat the Stinger’s worth for cash and the BMW’s dynamism? We take a look at the Arteon in £36,835 2.0 TDI 190 DSG R-Line type to search out out. The DSG-outfitted Arteon’s launch management helped in the 0-60mph sprint, but the VWs front-wheel-drive format meant traction wasn’t nearly as good as its rivals’. Some wheel spin off the road resulted in the slowest time of 7.7 seconds, though it wasn’t by a lot. It doesn’t have the in-gear efficiency of its rivals attributable to having one ratio fewer, however should you go away the box to its own gadgets then acceleration is nice. And it takes a prod of the throttle to make the box kick down; even then there’s a delay earlier than it lurches forward in the appropriate gear. Still, if you happen to cruise gently then the DSG slices between ratios sweetly.
It’s even higher in guide mode, with exact modifications. That precision is replicated in the VW’s steering. There’s extra grip than with the Kia, and when you get very little information from the front wheels, you’ll be stunned at the Arteon’s performance. On this R-Line model’s 19-inch alloys the ride isn’t pretty much as good as on smaller wheels, however within the suspension’s Comfort mode it’s okay. Big intrusions nonetheless trigger a crash, but on patchy surfaces the dampers management body and wheel movements pretty properly. However, we wouldn’t really feel the necessity to pick something aside from Comfort for the chassis, as a result of the sportier settings upset the journey additional for no actual benefit. Other drawbacks embody the VW’s snatchy brakes. They’re harder to modulate, whereas the DSG cuts in aggressively when manoeuvring. Testers’ notes: “Arteon’s execution is nicely judged. BMW’s 4 Series Gran Coupe is the more stylish, four-door alternative to the firm’s three Series saloon and, at £40,075 in 420d xDrive Sport trim, a direct rival to the Kia and VW.
