As seen on:

SMH Logo News Logo

Call 1300 303 181

Korean cars

Private Fleet Car Review: 2019 Kia Stinger GT V6

Kia is a brand on the move and stamping itself as one to watch, especially with its big, rear wheel drive, Stinger. The 2019 Kia Stinger GT is the third Stinger we’ve driven, and the second V6. It remains an intoxicating mix of technology, comfort, driveability, and sheer exhilaration.Although not quite Euro quality inside, it’s also not far from it. There’s plenty of room, plenty of technology and safety, but there’s also, still, a lingering disdain and suspicion of anything from Korea that isn’t a smartphone or TV. More’s the pity for those that choose to ignore it simply because of the three letters on the badge.Kia have developed and delivered an absolute belter of a car. Start with an alloy block V6, strap on a pair of turbochargers, and an eight speed smart transmission. Add in electronics that adjust the suspension, steering, engine and gearbox mapping. That’s good for a peak power of 272kW, with torque up to 550Nm if you believe a dash display. Kia’s official figure is 510Nm between 1300 – 4500rpm. A folder and information selector on the not overly visually inspiring tiller will show fuel economy, drive modes, radio, a G-Force & torque usage. There is also a HUD, a Head Up Display, that needs a Holden like dial to more easily switch through the available information. It’s all very usable in this first iteration of the Stinger, it just needs tweaking and it’d be a fair bet the second Stinger will be just that little bit better inside.Driver and passenger face a well thought out dash. It’s ergonomic, easy to read, but lacks a measure of class. There’s a drive mode dial in the centre console which offers Sport, Eco, Smart, Comfort, and it’s noticeable both physically and visually as it brings up a colour coded image on the large dash screen. What’s confusing is the counter-point of drive setting options available via the menu system. The dial can be set to Sport but then suspension, steering, and more can be selected to other than Sport. However, though, the font and layout of the options are again clean and simple to read.Kia stay with simplicity by offering a rocker switch for the driver and passenger seat to both heat and vent the leather bound eight way adjustable pews. Yes, vent, an amazingly overlooked part of specification for Australia. There are two memory settings for the driver’s seat as well. Smartphone access is via USB, Bluetooth, Apple CarPlay, and Android Auto. A wireless charging pad is located next to a module housing a USB port and 12V port, plus a 3.5mm socket for external music playback should the Stinger GT be in a DAB blackspot. And as good as the sound is from the fifteen speaker Harman Kardon system, the tweeters are door, not A-pillar, mounted, meaning they’re firing into both nothing and the steering column.It has a physically imposing presence, the Stinger, especially in the deep hued metallic red the test car comes clad in (Kia doesn’t list this as a dollars option). A long bonnet and coupe rear evoke cars such as E-Type, Rapide, and with styling cues taken from Maserati in the rear quarter it’s a handsome looking machine. There’s faux bonnet vents but genuine vents in the far quarters of the LED head and driving light equipped front. They flow through to distinctive outlets and a stylish scallop in the front doors. Although a fastback coupe in profile there’s no lack of rear headroom nor lack of cargo under the powered tailgate. The rear lights are LED and will flash, Euro Style, in an emergency stop situation. The GT sports LED puddle lamps and interior lighting is LED powered as well. Overall length is 4830mm, with a wheelbase of 2905mm. Cargo beneath the powered tailgate is rated as 405L which expands to 1114L with the broad rear seats folded.Safety is a priority with the Stinger. Along with fade free Brembo stoppers, there’s a 360 degree (selectable view) camera system, Autonomous Emergency Braking and Forward Collision Warning with Adaptive Cruise Control. Lane Keep Assist and Rear Cross Traffic Alert go hand in hand, and there’s Blind Spot Detection, a surprisingly handy feature that many drivers need. Pedestrian safety comes in the form of Active Hood Lift System, designed to move upward should the car’s sensors detect a forward impact with something not of a car’s mass. The driver has a kneebag along with front and curtain ‘bags as well.

The colour palette has two exclusively for the GT, being Aurora Black and Snow White Pearl, colours seen on the Sorento and Cerato reviewed recently. There are also Silky Silver, Ceramic Grey, Deep Chroma Blue, Panthera Metal and Hichroma Red as seen on the test car. It’s an immaculate colour, and one that caught many, many, eyes. Inside the triple turbine design air vents catch the eye in a soft touch material surrounding and sit just below the eight inch touchscreen that’s fitted with SUNA satnav.But it’s the driving ability of the V6 Stinger that wins hearts and minds here. There’s an optionable ($2300) bi-modal exhaust mode that adds extra aural excitement from start-up. The push button Start/Stop is hidden behind the tiller’s left spoke. Punch that and there’s a whirr momentarily before the V6 fires up. There’s a “woofle” from the exhaust before the engine settles into a warm-up cycle. The gear selector is a rocker style, not a linear Park through to Drive. Park itself is a push button just north of the selector.The eight speed gearbox is better when it’s warmed up; from a cold start there’s some indecision, some stuttering, but once warmed up, and recommended when wishing to use the Launch Control function, it’s slick, smooth, and sporty. Paddle shifts become largely superfluous once it’s settled, and combined with the mighty punch of the twin turbo power-plant, it can become an intimidating machine. Launch Control is on board and is a hidden procedure involving a drive mode, and traction control.The Stinger dawdles along in relative peace and quiet around town and cuts under the official urban consumption figure from 14.1L/100km down to AWT’s urban figure of 10.1L/100km from the 60L tank. But make full use of the 510 torques and horizons become blurred and closer quickly, eyeballs meet the back of the head, and inane grins cover faces. Mid-range acceleration has the driver reaching for a thesaurus and looking for words that mean stupendous. There really is a shove back into the seats when the loud pedal is punched hard, and there’s a slight squirm and squiggle from the rear. There’s a similar experience when the dial is switched to sports mode and from a standing start a seat of the pants count says something around the five second mark to reach freeway velocities.The steering rack is quick, with fingertip sensitive response from the electrically assisted variable ratio setup. Even with the big 225/40/19 rubber up front (255/35/19 rears) there’s plenty of feedback, a lack of numbness in the rack itself, and a fluid, nimble, chassis. Driven through a valley in the lower Blue Mountains with some turns marked at 15km/h, the Stinger showcases its chassis dynamics here with aplomb. However, there is a niggle, and one shared with the smaller sibling, Cerato. Drive through a sweeping curve that has the metal expansion sections at a radiating ninety degrees from the inside to the outside, and the rear end of both cars would skip. This indicates that the lateral stability isn’t being damped down, and these are at velocities of 80 km/h.The adjustable suspension settings, which are accessible via the touchscreen, take a few moments to adjust, and it’s noticeable in way the big 1780kg plus fuel and passengers machine rides. The Comfort setting flattens irregularities, where the Sport feeds more of these through without excessive comfort loss. The steering itself has different modes and it’s fair to say the differences aren’t so noticeable. Either way, however, the Stinger is a gentle giant when driven without accessing the turbo-fed dragon lurking under the long alloy bonnet.

At The End Of The Drive.
The 2019 Kia Stinger GT is a front drive, rear wheel driven, big machine. Released into the Australian market just months after Holden and Toyota had shut the doors on making cars here, the Stinger was greeted with a mix of critical acclaim and disdain. The disdain comes mainly from those that have a “thing” about Korean cars being any good. It’s fair to say that the overwhelming majority of those would be people with a phone or TV from Korea and wouldn’t be seen dead in a Korean built vehicle. More fool them.

PF and others love the Kia Stinger, that’s obvious from the reviews world wide and as a first up model, it’s a pearler, a belter. Improvements will come, in key, and not so key, areas. For now, the Kia Stinger V6 twin-turbo GT is on the “when the lotto numbers happen” list.

Kia Australia Releases 2019 Cerato S, Cerato Sport, Cerato Sport+

The evergreen Kia Cerato sedan has been given a pretty solid makeover, with the hatch due for its own tickle and release later this year, plus GT versions for both are said to be on their way. There’s also been a range realignment name-wise.. We have driven the Kia Cerato S, Cerato Sport, and Cerato Sport+.

The Cerato S sedan starts from $23,790 plus on roads, as tested. The review car was in Steel Grey, a pleasing shade and a $520 option. The Sport was $25,790 plus on roads, clad in a gorgeous Horizon Blue, and the Sport+in Snow White Pearl came in at $28,290, plus on roads, and paint. Servicing costs are for a fixed amount over Kia’s class leading seven year warranty, and top out at $2,869.00. There’s a good range of colours available but only one is classified as a non-premium colour…If you’re after a manual, you’ll find it in the Cerato S only. You’ll also find only a 2.0L injected four cylinder across the range, with six speeds, in both auto and manual guise, hanging off of the side for the engine. It’s a peak twist of 192Nm and power is 112kW. Rev points are 4000rpm and 6200rpm respectively and there’s a noticeable increase of oomph once 3000rpm is seen on the dial. As we drove the autos only, they’re pretty much all good in the transmission sense. It’s the engine that needs refining and smoothing. See 4000rpm on the tacho and there’s a noticeable harshness and noise. It’s a metallic keen that, although somewhat raucous, is really only ever apparent when a heavy right foot is used, thankfully. It’s otherwise quiet, pleasant even.

It’s here that the auto shines. Seamless shifting when left to its own devices, it delights in its smooth and unhurried nature. Tilt the gear selector right, it goes into Sport mode, and when rocked forward and back, the changes are sharp and crisp. Acceleration in all three is enhanced by using Sport mode as the changes suit the characteristics of the engine’s tune. That engine tune helps in economy too. Kia says it’s 7.4L per 100L from the 50L tank for a combined cycle and a still too high 10.2L/100km for the urban cycle. Driven in a mainly urban environment with engines all under 3000km of age, we averaged under 7.0L/100km across the three.Road handling from the three was similar yet in one car somewhat oddly different to the others. The Sport+ rides on the same tyre and rim size as the Sport. 225/45/17 is what’s bolted to each corner and the alloys look sensational. The S has steel wheels at 16 inches, with 205/55 rubber. The S and Sport are more akin in they ride than the Sport+, with the McPherson strut front and coupled torsion bar rear feeling tighter, tauter, and less composed in the Sport+. Long sweepers with minor corrugations had the rear step out, whereas the S and Sport were less inclined to deviate. In a straight line all three sat comfortably but the Sport+ was more the princess in the bed with the pea. Minor irregularities were magnified and enhanced in the Sport+, with just that little bit more unwanted pucker factor whilst sitting on its leather clad pews. Freeway rides are tied down, there’s little to no float, and road noise is minimal thanks to extra noise reduction materials plus NVH reduction engineering. Get funky in the tighter corners in the mountain roads and handling is predictable with steering nicely weighted. Boot it out of a corner and the steering loads up and there’s no tending towards lift-off understeer.The S and Sport have cloth seats, manual adjustment, and no heating. The Sport+ has heating, no venting, and no powered front seats, an odd omission for a top of the range car. In fact, there’s really not a whole lot of difference between the three in some areas. All have the drive mode choice of Eco/Comfort/Smart with Sport engaged as mentioned. All have AEB with Forward Collision Warning – Car Avoidance, with the Sport+ getting Pedestrian and Cyclist on top plus adaptive cruise. All three have Android Auto, Apple CarPlay, voice activation, and Digital radio via the eight inch screen, with the Sport+ having the same dropout issues as experienced in the Sorento. Climate control is in the Sport+, with “standard” aircon in the other two. The driver sees info via steering wheel mounted tabs on a 3.5 inch TFT screen between two standard analogue dials. Perhaps here a LCD screen for the dials would help add cachet and differentiate the the Sport+ further.All three have Blind Spot Detection as an option, as do they have Rear Cross Traffic Alert as an option. These are part of two safety packs available at a $1000 or $500 price point. All other safety systems such as Hill Start Assist are common. The Sport+ gets an electro-chromatic (dimming) rear vision mirror, LED daytime lights, push button start, centre console armrest that slides, and folding wing mirrors. It’s also the only one with an external boot release on the car. That sounds like nothing important but when you’re used to pressing a rubber tab on the boot and not using the key fob, it’s not a smart choice.What is a smart choice is the redesign outside and in. Kia’s gone with the Euro style touchscreen that stands proud of the centre dash and it looks good. There’s turbine style airvents and the Sport+ has more brightwork around these and in the cabin than the Sport and S. There’s a pair of 12V and USB ports up front, with one dedicated to charging and the other for the auxiliary audio access via the smartphone apps. Although the front screen has been moved backwards, there’s no decrease in head, shoulder, and leg room for the 4.6m long sedan. Boot space is, ahem, adequate, at 434L with a long and quite deep design, and the spare is a full sizer, albeit steel fabricated unit.Outside there’s been a major re-skin; the front screen has been moved by nearly twelve centimetres and the bonnet line has been raised. The headlight clusters flow backwards at the top into the guards, with a nod towards the Stinger in styling here. At the right angle, somewhere from the rear quarter, there’s more than a hint of a certain Japanese luxury brand too. Sport+ has LED driving lights in a Stinger like quad design around the main headlight. There’s angular vents at each front corner that house the indicators and the Sport and S have a pair of globe lit driving lights between. Rear end design has been revamped and there’s beautiful styling to the tail lights, flanks, rear window line, and an integrated lip in the boot lid itself. Reverse lights have been moved to a triangular housing in the lower corners, echoing the front and again harken to a Japanese brand. It’s a handsome and well balanced look overall.Warranty is Kia’s standard seven years and there is 24/7 roadside assistance available as well.

At The End Of The Drive.

Kia’s growth curve is strong. Its building vehicles with a good feature set, with high quality, and quietly doing so with gusto. The Cerato sedan, the latest in a range of cars that DOESN’T include a four wheel drive capable ute, is commendable for both its very good looking sheetmetal and high levels of standard equipment. What initially looks like oversights in some areas is potentially a pointer towards what will come in the Kia Cerato GT. As it stands, though, a weak link is the engine. It doesn’t feel smooth, slick, and quiet enough at revs, and for a naturally aspirated 2.0L petrol engine nowadays, a peak power of 112kW really isn’t advertising friendly. It’d be nice if the torque was available at a lower figure or if there was more of it, but for the average buyer, the main concern would be the rare occasion they’d venture into plus 3000rpm territory.

Frugal is the word that stands out here too. So bundle a good looking sedan with good petrol usage in with sharp sub $30K pricing and that feature set, and Kia is kicking goals. Kia Australia’s Cerato for 2019 is available now.

2019 Kia Sorento GT-Line Petrol.

The Kia Sorento has been given a freshen up for 2019, like most of the Kia range. The changes are subtle but effective, with enhancements inside and out. I drove the 3.5L petrol drinking V6 Kia Sorento GT-Line trim, with an eight speed auto and seven seats. It’s priced at $55,490 (RRP) and came in the optional Aurora Black metallic, an extra $595.00. Peak power from the free spinning V6 is 206kW. You’ll need to drive like an F1 driver in training to use it though, as it’s on tap at 6300rpm. More sensible is the torque. There’s 336 of them but again at a high rev point, 5000rpm.

Fuel economy has been vastly improved, even though the engine is a 3.5L, up from the previously used 3.3L. The addition of a slick eight speeder helps as we finished on 8.7L/100km. What’s truly astounding is that the big car (1932kg before fuel and passengers) was driven in a predominantly urban drive loop, reflecting its intended usage. Kia quotes 14.2L/100km from the 71L tank in a urban drive and 10.0L/100km on the combined cycle.

The engine and drive-train are a well suited combination. The throttle response is instant, there’s a genuinely angry rasp from the V6 when driven hard, and the auto is 90% on song. The final two cogs, when driven at state legal urban speeds, seem unsure as to whether they were wanted or not. There’d be no real change in the engine revs however the transmission would drop or gain a gear. Smoothly, yes, but being indecisive is not a driver’s best perception for automatics.

The Sorento was also taken into an environment it normally wouldn’t see. On the mid western fringes of the Blue Mountains is Australia’s own grand canyon. There’s some great gravel roads on which to drive and the Sorento was given its head on a few of them. There’s no full time AWD system, rather a clever torque split on demand for the diesel and front wheel drive only in the petrol. There’s four drive modes to complement this too: Eco, Sports, Smart, and Comfort. Bearing mind it’s an urban warrior, the Sorento surprised with its gravel road manners.

Handling was composed, rarely skittish, and only really exhibited nervousness on some of the more broken and rutted tracks. The ABS system worked a treat on some mid-slope downhill runs, with a balanced and measured feel to the pedal itself. The steering’s weight was spot on for the light off-road style of driving, and the Comfort drive mode turned out to be the best choice for the required driving style. The Sorento is easy to drive from the throttle; back off into turns and the nose will run slightly wide, but a feather touch puts power to the front and tightens up the steering.

Tarmac driving is, naturally, the strong part of the Sorento’s presentation. It’s nippy, belying the weight it has. Although a good 4800mm in length, and packing a 2780mm wheelbase, the Sorento wraps around like a well worn glove, with only inexperienced drivers likely to feel it’s a big ‘un. There’s some serious mumbo from the V6, even with peak torque so high up the ladder rev wise. Standing start acceleration is somewhat indecent for the size and as mentioned there’s a real snarl from the V6 as it punches out in anger and the 235/55/19 rubber hooks up.

There’s little upper body movement meaning lane change stability is high. Again the steering is weighted just fine and the Sports mode is the pick for freeway driving. Eco is a touch sluggish, Comfort is an ideal mix, with Smart learning the driver’s throttle and braking inputs on the fly. Suspension tune is sportish, with a flat freeway ride, enough initial give before tightening up, and this lends itself to some good speed through tight corners and curves. Stopping isn’t a problem thanks to the 320mm front and 305mm rear vented/solid discs. There’s a niggle with the Lane Keep Assist though. It’s a little too assertive in its straightening of the wheel and was eventually disengaged.

It helps that the office space is a cool place to be in. The driver sees a combination of LCD digital and “old school” analogue instrumentation, a thoughtfully laid out dash and ancillary controls with a silver highlight, an eight inch touchscreen with DAB (more on that, shortly) and a ten year SUNA satnav update program, rear and mid row folding seats with aircon vents for both, heated mid row and front seats with venting up front, plus memory and powered seats for the front pews.

The rear seats fold flat into the floor and there is a mammoth 1662L of cargo space available. Those rear seats themselves are best suited for children or those that don’t identify as tall. The seats are highlighted with light grey stitching and there are GT-Line logos embossed into the leather. But the upper dash reflects quite visibly in the windscreen and sadly the Sorento isn’t alone on that.

It’s wonderful that Kia offer DAB audio in some of their vehicles now, however the sensitivity of the two tested (the Cerato Sport+ also has DAB and will be reviewed separately) is frankly near useless. In areas where other brands have clear and constant signal, the Sorento’s dropped out. In the same place. Every time. Although the sound quality through the ten speaker Harman Kardon system was fine when it was picking up signal, the lack of continuity in DAB was beyond frustrating. Otherwise, Bluetooth, Android Auto and Apple CarPlay, are available when a compatible smartphone is connected, or plug into the Auxiliary and USB points.

The Sorento range comes loaded with family features and is spot on for a family lifestyle drive. Six cupholders, two per seat row, start it off. Four bottle holders, a good sized centre console locker, map pockets, 3 12V sockets and a pair of USB chargers allow flexibility for smart devices. There’s no wireless charging point for compatible smart phones…yet.

The centre row passengers have sunshades in the door for both privacy and sunshade. Access to the rear seats is via the tilt and slide centre row or via the powered tailgate. Soft glow LED lights brighten up the black interior and beige/bone trimmed and highlight the two centre row mounted suit hooks. The alloy plate sill panels also brighten up with a red backlighting. All up though the Sorento, as comfortable as it is, does lack a real and measurable quotient inside: cachet. It’s still somewhat plasticky and not quite as eyeball grabbing as some Euro competition.

Family safety is assured thanks to the Sorento GT-Line’s extensive list. A high definition screen links to cameras placed around the Sorento’s exterior for a full 360 degree look around. Blind Spot Detection, Rear Cross Traffic Alert, Lane Keep Assist, Adaptive Cruise Control, and Autonomous Emergency Braking with Emergency Stop Signal are all on board. AEB is standard throughout the Sorento range.The Sorento’s exterior has been mildly massaged from the previous model, with slight changes to front and rear bumpers. There’s adaptive LED headlights in the GT-Line, with leveling and swiveling adding to night-time safety. There’s LED running and fog lights fitted, and the rear lights are also LED. The nose is bluff and smooth at the same time, with a subtle curve to the headlight’s upper edge on either side of the black & chrome grille.

Exterior colours are of a seven colour choice, with one (Snow White Pearl) being exclusive to the GT-Line. Otherwise there’s Clear White, Silky Silver, Metal Stream, Platinum Graphite, Gravity Blue, and the Aurora Black as seen on the test vehicle. There’s the standard seven year warranty and the capped price service intervals as well.

At The End Of the Drive.
Kia continues to go from strength to strength with is vehicles and the Sorento GT-Line is no different. Heaps of room, a broad range of family related features, and a family lifestyle oriented drive characteristic are big winners. The off road capability, a capability unlikely to be explored, from a front wheel drive SUV, place it ahead of its most likely competitor for moving people, Kia’s own Carnival. The better than expected fuel economy comes with a caveat: the test drive was with most one passenger, not a family and cargo.

At around the $60K drive-away point, it’s against Hyundai’s Santa Fe, Volvo’s XC40 and XC60, and models from Germany in regards to the intended buying market. Until all other makers standardise a seven year warranty then Kia will win straight away on that. As flexible as the interior is, it needs a lift visually. The DAB tuner needs a sensitivity boost whilst the lane assist service needs the opposite.

Make up your own mind by heading to Kia Australia website – Sorento to check out the 2019 Kia Sorento range.

2018 Kia Picanto GT-Line

What do you do to improve your baby city car? New wheels, some exterior garnishes, additional lighting and a cool exterior colour. What don’t you do to improve your baby city car? Give it more grunt and change the gearbox is what. And that’s exactly what you’ll find with Kia‘s otherwise good looking Picanto GT-Line. Quite frankly it’s a wasted opportunity from the Korean car maker. We’ll cover that off later in more detail.What you do get is the standard 1.25L petrol fed four, a four speed auto, 62 kilowatts and 122 torques at 4000 rpm. Fuel economy is, naturally, great at 5.8L/100 km of normal unleaded for the combined cycle from its 35L thimble. Consider, too, a dry weight of 995 kilos before passengers etc. Kia’s rationalised the Picanto range to a simple two model choice, the S and the GT-Line. If you’re after a manual the S is the only choice. Price for the GT-Line is super keen at $17,290. Metallic paint is a further $520, taking the test car’s price to $17,810.It’s a squarish, boxy, yet not unappealing design, especially when clad in the silver grey the test car has. Called Titanium Silver it’s more of a gunmetal grey hue, and highlighted by red stripes at the bottom of the doors, red rimmed grilles for the airvents and the lower section is splashed with silver around the globe driving lights. The grille itself is full black and the angle of the grille combines with the laid back styling of the headlights (with LED driving lights) to provide an almost Stormtrooper look. At the rear the neon light look tail lights complements the twin pipe exhaust. It’s a cool and funky look.Kia has upped the 14 inch alloys to classy looking eight spoke 16 inchers. Rubber is from Nexen and are 195/45. As a package they look fantastic. Going further is the grip level. For a vehicle that’s a long way off from being a sports car it has some of the most tenacious grip you’ll find under $30K. AWT’s Blue Mountains lair is close to some truly good roads for handling and ride testing. On one particular road, a specific one lane and one direction (downhill) road, the slightly too light steering nevertheless responds to input cleanly and succinctly. Cramming a 2400mm wheelbase inside an overall length of 3595mm helps, as does the low centre of gravity. It’s a throttle steerer too; come into a turn and back off, let the car make its own way and feel the nose run slightly wide. Throttle up and the nose settles, straightens, and all is good with the world. Body roll is negligible and direction changes are executed quickly, Braking from the 254mm and 236mm front and rear discs is rapid, stable, and quick.Ride quality from the Macpherson strut front and torsion beam rear is delightful for the most part. It does lend towards the taut and tight side and that could also be attributed to the lower profile rubber. Yet it’s never uncomfortable in normal and everyday usage. Hit some ruts or ripples and it’s here that the Picanto GL-Line gets flustered. The short travel suspension will kick back at the chassis and the car will, momentarily, become unsettled. On the flat it’s composed and will provide a comfortable enough ride but with any undulations may get a little choppy thanks to the short wheelbase.It’s on overtaking or uphill climbs that the drive-line shows its Achilles heel. Kia seems to be the only car maker that has stayed with a transmission so archaic and out of step with the industry. For both versions of the Picanto, as much as many loath them, a CVT would be a better option. For the GT-Line, and emphasis on the GT, a turbo engine such as those found in the Suzuki range or even Kia’s own tech would be a better option. Although our test drive finished on a commendable 6.6L/100 km, an extra cog or two would help that and make the Picanto a far more enjoyable car to drive.Inside, too, could do with a lift. Although there’s piano black door inserts with hints of red striping, and red highlights on the driver and passenger seats, the rest of the cabin, complete with Cadillac tail-light inspired air vents, lacks real cache compared to the opposition. Considering its size there’s adequate room up front, barely enough for the rear seats, and a 255L cargo space over a space saver tyre that’s fine for two people shopping wise. All good however the standard all black theme would greatly benefit from strategically placed dabs of colour.However, there’s an Audi style touchscreen mounted on the upper dash edge. Android Auto and Apple CarPlay are on board but satnav isn’t, meaning you’ll need the smartphone connection for guidance. It’s AM/FM only, so misses out on DAB. The 7 inch screen is clean and user friendly, as is the driver’s view. Simple and unfussed designs work best and here Kia has nailed that. Two dials, speed, engine revs, fuel level and engine temperature. Simple. A centred monochrome info screen with information made available via tabs on the steering wheel. Simple.Small in size the Picanto GT-Line may be but it doesn’t lack for tech. AEB or Autonomous Emergency Braking is standard, as are Euro style flashing tail lights for the ESS or Emergency Stop Signal. Add in six airbags, vehicle stability management, Forward Collision Warning, and it’s pretty well covered. It does miss out on Blind Spot Alert and Rear Cross Traffic Alert though, but rear sensors are on board. This is all backed by Kia’s standard seven year warranty and fixed price servicing that will cost just $2552 over seven years.


At The End Of The Drive.

The Kia Picanto and the 2018 Kia Picanto GT-Line represent astounding value. Consider a RRP of $17,810 plus on roads, a decent set of safety features, and that could be better than it is fuel economy, and it’s a walk up start for anyone looking for a city car that’s a good looker, a sweet handler, and will have enough room for a average shop for one or two people. Our shop for four filled the boot and required only a bag or two to be relocated to the back seat.Kia’s Picanto is a very good car, but a real need for change in the engine and transmission would make it better. Yes, it’s economical but could be better. Drive one and make up your own mind or have a look here 2018 Kia Picanto info to find out more.

2019 Kia Sportage Has Arrived.

Korean car maker Kia has given its Sportage mid sized SUV a mid life makeover. There’s some exterior enhancements, interior updates, and changes to the safety packages.
Safety: Autonomous Emergency Braking (AEB) and Lane Keep Assist (LKA) are now standard across the range. Diesel transmission: an eight speed auto is standard for any diesel engined model.
The Si has as standard: ABS, ESC, Downhill Brake Control, Hill Start Assist, reverse parking sensors, rear view camera with dynamic guidelines, Lane Keeping Assist, AEB with Forward Collision Warning, High Beam Assist, 3-point ELR seatbelts in all positions, six airbags, front seatbelt pretensioners and load limiters, and impact sensing auto door unlocking. Also standard on the Si is Apple CarPlay and Android Auto connectivity, engine immobilizer, remote central locking, 6-way adjustable driver’s seat, 6-speaker audio unit, cloth trim seats, rain sensing wipers, cruise control, power windows front and rear, Bluetooth functionality, 2.0-litre MPi engine or 2.0-litre CRDi engine, 6-speed automatic on petrol and 8-speed on diesel and 17-inch alloys with 225/60 R17 tyres.Next up is the Si Premium. Satnav is standard, as are front parking sensors, LED DRLs, 225/55/18 rubber and alloys, DAB and an eight inch touchscreen, plus ten years worth of SUNA satnav. SLi adds a tyre pressure monitoring system, powered driver’s seat that’s adjustable for ten ways, and LED rear lights. The GT-Line ups the ante even further with Blind Spot Detection, Rear Cross Traffic Alert, 8-way power front passenger seat, Intelligent Parking Assist System, LED fog lights, GT-Line sports pack (bumpers, side sill and grille), panoramic sunroof, flat-bottomed sports wheel with gear-shift paddles, wireless phone charging, heated and ventilated front seats, hands-free power tailgate, Advanced Smart Cruise Control, 19-inch alloys with 245/45 R19 rubber and LED headlights with auto levelling.Exterior design changes have the rear lights tidied to provide a more integrated look and better brake light visibility. LED lamps up front for the GT-Line provide a better lighting spread, plus the bezels for the fog lights in the Si and Si Premium have been sharpened for a more assertive road presence. Even the wheels have been changed in design for a new, fresh, look.
Interior room has been increased with a 30mm lengthening of the wheelbase. Overall length has moved to 4485mm, an increase of 45mm, with headroom and legroom increasing by up to 19mm. A subtle lowering of the bonnet’s leading edge adds to raising pedestrian safety levels.Underneath are changes that aren’t easily seen but will be noticed on road. Revised and relocated suspension components. The suspension bushes have been moved, wheel bearings have been stiffened, as have the bushings. The rear suspension cross member was also uprated to reduce vibration input to the cabin and the whole rear subframe has been mounted on uprated and isolated bushings.
Motorvation is courtesy of a 2.0L petrol four with 114kW and 192Nm of torque, 2.4L petrol with 135kW & 237Nm. The diesel is 2.2L of capacity with 136kW and a thumping 400Nm of torque.Pricewise: Si 2.0-litre petrol: $29,990. Si 2.0-litre diesel: $35,390. Si Premium Petrol: $32,290 (D/A $31,990). Si Premium diesel $37,690 (D/A $37,390).
SLi 2.0-litre petrol: $36,790. SLi 2.0-litre diesel: $42,190. GT-Line 2.4-litre petrol: $44,790. GT-Line 2.0-litre diesel: $47,690.  Head to the Kia website

2019 Hyundai Santa Fe Is On The Way.

Hyundai‘s big SUV, the Santa Fe, has received a substantial makeover and it’s heading our way. The sheetmetal has been completely reworked, safety standards have been lifted, and overall ride & build quality has been improved. The Active petrol starts from $43,000, with the diesel at $46,000. The Elite kicks off at $54,000, and Highlander at $60,500, with these being the manufacturer’s list price. Here’s what we’ll be getting.Santa Fe comes in three trim levels: Active, Elite, and Highlander. The Active offers a choice of a 138kW 2.4L petrol and six speed auto or a revamped 440Nm diesel and eight speed auto that’s new to the Korean brand and gears can be paddle shift selected. The petrol’s peak torque of 241Nm is available at 4000 rpm. The diesel offers the peak amount from 1750 to 2750 rpm. Economy for the petrol is quoted as a reasonable 9.3L/100km on a combined cycle. The Elite and Highlander are specced with the EURO 5 compliant diesel and is quoted as 7.5L/100km for the combined. The exterior has been sharpened and flattened all around. Design cues from the Kona are strong, with the signature Cascading Grille, which is in a carbon effect finish on Elite and Highlander, split level lighting system being balanced via reprofiled tail lights which are LED lit in the Highlander. In between is a reprofiled body including a strengthened look to the wheel arches. Overhang at the rear has increased, and the overall length has gone up too. It’s an increase of 70mm to 4770mm and wheelbase size is also up, to 2765mm. Hyundai has also relocated the wing mirrors to the door panels. Height and width are impressive at 1680mm and 1890mm. Drive is courtesy of the HTRAC AWD system which is standard in all three and ride is thanks to revamped MacPherson struts and multilink rear. The HTRAC system comes in three drive modes, Comfort, Sport, and Eco, with torque being apportioned front or rear depending on which mode is selected. Sport has up to 50% shifted rearwards, Comfort up to 35%, and Eco goes to the front wheels. The rear has been stiffened and components realigned to provide more travel. Suspension rates have been further adapted for Australian roads so the Santa Fe will sit more comfortably on the road yet will follow contours precisely. Weight has been saved by utilising aluminuim for the front steering knuckles and rear carrier mountings for a total of 3.6kg and 5.6kg for each side.Safety has gone up a notch or two also. The physical structure of the Santa Fe has been improved with fifteen percent more high tensile steel and fifteen hot stamped components, up from six. Then there’s the standard list of equipment. Forward Collision Avoidance Assist (FCA) with pedestrian and cyclist detection (with autonomous application), Smart Cruise Control (SCC) with Stop and Go, Blind Spot Collision Avoidance Assist (BCA)Rear Cross Traffic Collision Avoidance Assist (RCCA), Driver Attention Warning (DAW), High Beam Assist (HBA), Lane Keeping Assist (LKA) are in all three.A couple of other nifty features are auto opening tailgates for the Elite and Highlander when the Smart Key is detected, and there’s a “Walk In” feature for the second row of seats that folds them flat, allowing easier rear seat access. The sound system in the Elite and Highlander is a ten speaker setup courtesy of Infinity. Highlander also features a smartphone charging pad for compatible items.

Head to Hyundai’s website for more information.

Game Changing Kia Cerato Updates For 2019

Today’s car sales figures feature SUVs and working utes as the leaders. Sedans are still available and Kia’s Cerato sedan has just been given a solid freshen up, inside and out. These updates have given the small mid-sizer more than enough appeal to bring back those perhaps tempted by SUVs or forgetting that there are still SUV alternatives. It’s an important car to Kia, the Cerato, with a third of Australian sales from this range.

In relative terms, the updates bring even more value to the Cerato. The range starts with the Cerato S at a current listed driveaway price of $19,990 for the manual six cogger. A six speed conventional (non CVT or dual clutch) auto is a $1500 premium. Engine choice is Kia’s free spinning 2.0L petrol powerplant with 192 torques and 112kW of peak power. The Si and SLi nameplates have been benched, replaced with the $23,690 Sport and $26,190 Sport+. Standard trim across the range is, to say the least, extensive. Kia says:”Autonomous Emergency Braking, Forward Collision Warning, Lane Keep Assist, Rear View Camera with dynamic guidelines, Driver Attention Alert Warning, front and rear parking sensors, 16-inch steel wheels, Drive Mode Select, six airbags, tyre pressure monitor, speed limiter, 6-way driver seat adjustment, cruise control, 8-inch touchscreen infotainment display, Apple CarPlay and Android Auto with voice recognition, 6-speaker DAB digital radio with Bluetooth connectivity, manual air-conditioning and power windows with driver auto-down.”Move up to the Sport and there’s alloys at 17 inch diameter, SUNA satnav with a ten year fee update cycle, higher level trim feel to the selector knob and steering wheel, aero-style wiper blade housings and sports patterned cloth seats. The Sports+ one-ups these with advanced smart cruise control, a pedestrian and cycle recognition system called AEB Fusion 11, dual zone climate control with rear seat vents, leather style trim and LED DRLs.The interior has been given more than a facelift as well. Higher grade plastics, a dash console mounted screen, a redesigned look overall bring a strengthened interior presence to the updated exterior packaging. Shoulder and leg room has increased, with the rear seat going to 906mm. There’s been a reshaping of the armrests whilst the boot gets an increase to 502L thanks to the extension of the tail. There is an extended body length, a steeper rake to the windscreen, a five millimetre increase in height, and a revamp of the Cerato’s front end. A re-emphasised “tiger grille”, redesigned air intakes, and for the Sports+ a Stinger related design cue for the DRLs. There are also enhancements to the shoulder line and tail lights.A $1000 Option Pack 1 will add Fusion II AEB, Smart Cruise Control (not available on S Manual), Blind Spot Detection, Rear Cross Traffic Alert, Folding Mirrors and leather steering wheel to S and Sport models. Option Pack 2 will add Blind Spot Detection and Rear Cross Traffic Alert to Sport+ for $500 (the other features are standard on Sport+).Ride and handling have been fettled and done in conjunction with Kia Australia’s engineering team. A sixteen percent stiffer body contributes and a modified electric motor assistance system reduces the artificial feeling previously reported. Suspension settings have also been re-rated for a better ride.

Kia will be supplying the new Cerato range for review from the end of July.

2018 Kia Rio SLi: Car Review.

Kia‘s evergreen slightly bigger than small car, the Rio, has had a mild revamp inside and out for 2018. LED DRLs, digital radio, a reprofiled front bar are the obvious changes. And priced from $22,990 RRP plus $520 for premium paint, it’s not a bank buster either.It’s the solid, trusty, dependable 1.4L MPI petrol engine we’ve come to know and….love is far too strong a word. Like sounds fair. There’s 74kW of peak power and 133Nm of torque at 4000 rpm. On their own, they’re reasonable numbers from a non forced induction 1.4L. However there’s also the same four speed auto that continues to hold back the Rio. Surely by now there’d be something in the Kia/Hyundai parts bin to change to a five or preferably six speed auto. The fall-off between gears is just that little bit too much for a car in the late part of the 21st century’s second decade. In shorter words, it’s time to modernise.Although the engine itself is a willing revver, spinning easily through the range in Neutral, third and fourth showcase just how much they hold the 1.4L back, and also just how much more economy could be wrung out of it. Kia’s figures say 6.2L per 100 km from the 45L tank on regular ULP. With 110 km/h seeing 3000rpm on the tacho, those extra mid range cogs would could see the ratio in the final drive changed and drop the revs to a potentially more usable and frugal number, especially given the kerb weight of 1162kg for the auto. The auto will also tow up to 800 kilograms.That said it’s a lovely little driver with slightly heavy steering, a somewhat softish road ride which may have been down to the 195/55/16 Kumho rubber, however it’s stable enough in its handling. Freeway conditions have the petite 4065mm using its 2580mm wheelbase absorbing most of the irregularities and the well damped McPherson strut front is more than capable of dealing with anything that causes bump steer. But neither is it a sports car, and the slowish steering rack reflects that.The interior sees the information and entertainment seven inch touchscreen move from an integrated into the dash location to a standalone unit mounted high in the dash itself, much like the new Stinger. Charging for phones etc comes courtesy of a pair of 12V sockets up front, a USB port, and one for the rear seat passengers. There’s a sunroof , UV protected glass for the front passengers, alloy sports pedals, cloth covered seats with a higher grade material (man made leather with perforations) than the S and Si, and what Kia calls a “super vision instrument cluster”. Nup, neither do I.Dash plastics and trim are a blended mix of soft touch plastics and a gunmetal hue to the dashboard strips. If anything, it misses out on the current design ethos of a sweeping arch that brings the door trims into the dash as one curve. Bottle holders number four, one in each door, the touchscreen in the Si and SLi has DAB and satnav as standard, plus both Android Auto and Apple CarPlay are standard across the three trim levels. Bluetooth is, of course, standard and there’s address book and media streaming capability.There’s plenty of room inside, with Kia’s typically efficient packaging providing space for four comfortably, enough front leg room for people up to six feet tall, however the rear seat leg room becomes tight when the seats are pushed back.Outside it’s a redesign for the front and rear, with the tail light cluster bringing in the neon light look. The front has a solid bar framed in chrome in the Schreyer nose grille, reprofiled headlights with circulat LED driving lights, globes in the lower corners, and the roofline has been flattened for a sharper look. The hatch door is more upright and allows access to a 325L or 980L cargo space with the rear 60/40 split fold seats down. The SLI has 16 inch wheels, with the S and Si rolling on 15s. The test car was clad in Signal Red, with Clear White, Silky Silver, Platinum Graphite, Aurora Black Pearl, Smoke Blue, and Mighty Yellow available.There’s Kia’s standard seven year warranty which is bolstered by a high standard of safety across the range. Hill Start Assist, reverse parking guidelines, and six airbags are standard but there’s no autonomous emergency braking or a driver’s kneebag. Kia also supply a space saver spare, not a full sizer.

At The End Of The Drive.
The Rio really is a car with pootential but that four speed auto is an anchor. With other manufacturers using a CVT or changing to a turbocharged three cylinder with a broader range of torque, the Rio, as good a car as it is, is in danger of being left behind. The update outside and in do refresh the Rio into a handsome looker however a savvy driver will overlook this. Details of Kia’s updated Rio are here: 2018 Kia Rio range

2018 Kia Stinger Si V6 and GT-Line Turbo Four: Car Review

There’s been few cars released into the automotive market that have divided opinions as much as the new 2018 Kia Stinger. Available in three trim levels and with a choice of two engines mated to the single transmission offered, an eight speed auto, the Stinger spent a fortnight with me, in V6 twin turbo Si and top of the range GT-Line turbo four.The Si sits in the middle of the V6 range and is priced at $55990 plus on roads and options. The GT-Line with the turbo four is the same price and came clad in a gorgeous $695 option Snow White Pearl paint. There’s the standard seven year warranty and capped price servicing over the seven years, with the V6 being a total of $221 over the turbo 4.The V6 is the driver’s pick and backing up the four straight after sees it suffer in comparison. The 3.3L capacity V6 has a peak power figure of 272 kW at 6000 rpm and a monstrous 510 Nm of torque from 1300 to 4500. The four in comparison is 182 kW at 6200 rpm, and maxes out a torque figure of 353 Nm between 1400 to 4000 rpm. Although the V6 has a tare weight of 1780 kilos versus the four’s 1693 kg, it gets away cleaner and quicker, overtakes quicker, and will comfortably beat the four to the ton. Surprisingly, the required fuel is standard ULP and comes from a 60L tank.

Consumption is quoted for the V6 as 10.2L/14.9L/7.5L per hundred for the combined/urban/highway. The four isn’t much better, at 8.8L/12.7L/6.5L. AWT’s final figure for the six was 11.6L/100 km and for the four a slightly more reasonable 9.3L. These figures are slightly disturbing, in all honesty, as they’re more or less line-ball with the V8 engine seen in Holden’s VF Commodore and over the slightly bigger naturally aspirated 3.6L V6.There is a trade-off for that consumption and in the case of the V6 it’s the extraordinary driveability it offers. Off the line, and bear in mind it does offer Launch Control, it’ll see the 100 kmh mark in a quoted 4.9 seconds. There’s absolutely no doubt in that claim apart from a possibility it’s conservative. On a 48 hour trip to Dubbo in the central west of New South Wales, those 510 torques were so very useable in overtaking, with times to get up and pass and doing so safely compressed thanks to that torque.By having such an amount available through so many revs makes general, every day, driving unbelievably easy, with such a docile nature it’ll happily potter around the suburbs as easily as it will stretch its legs out in the country. The throttle setup is responsive to a thought, and there’s a real sense of urgency in how it all happens. There’s a bi-modal exhaust and this cracks a valve in the rear pipes allowing a genuine crackle and snarl from over 2500. Otherwise it’s a vacuum cleaner like woofle that can become wearying very quickly.The four, as mentioned, suffers in comparison, lacking the outright flexibility the bigger engine has. Note: “in comparison”. On its own the 2.0L turbo four, as found in the Optima GT and the sibling Sonata from Hyundai, is a belter. Paired against the big brother 330 it is slightly slower, slightly less able, slightly less quick to get going from a good prod of the go pedal as it waits for the turbo to spool up. Overseas markets do get a diesel and this is potentially the engine that Kia should replace the petrol four with. As long, as long, as it offers comparable performance to the V6.

The eight speed auto in both cars is a simple joy to use. All of the words that mean slick and smooth can be used here. Changes are largely unfelt, rarely does the backside feel anything other than forward motion as the ratios change. And naturally there’s different drive modes. Comfort is the default with Eco, Sports, Custom (GT-Line) and Smart the others and accessed via a dial in the console. However, somewhat confusingly, you can access a menu via the seven or eight inch (trim level dependent) touchscreen and set the steering to Sports, engine/transmission to Sport, and suspension to Sport yet have the driver’s display show Comfort from the dial setting.In Sport, the transmission doesn’t change any more cleanly but will hold revs longer and feels as if the shift points themselves change. There’s no manual shift mode as such; what this means is that the gear selector doesn’t have a side push or buttons to do a manual change. There are paddle shifts and once used doesn’t stay in manual mode but reverts quickly back to auto. What this means for the driver is simple piece of mind and not having to worry which mode the transmission is still in.Roadholding and handling from both was nigh on nearly impeccable. BUT, and it’s an odd one, the V6’s mechanical limited slip differential rear had more of a propensity for skipping sideways even on flat and relatively settled surfaces. A slight bump, a ripple, and the rear would move just enough to alert you of it. The Stinger has a big footprint though, with a 2905mm wheelbase inside the 4830mm overall length.Track front and rear also helps at over 1650mm minimum, as do the offset tyres of 225/40 & 255/35 on 19s for the Si and GT-Line six and GT-Line four. The others have 225/45/18s. And it’s McPherson struts front matching the Aussie tuned multilink rear that provide the superb roadholding the Stinger exhibits. The steering is precise, well weighted, en pointe, and tells you exactly how the road is feeling.There’s Launch Control on board as well and it’s a fairly simple matter to engage. Traction control gets turned off, the car must be in Sports mode, AND the computer must be happy with the engine temperature. It’ll also limit the amounts of attempts. Brakes in the V6 come courtesy of Brembo, however seats of the pants says the brakes in the four cylinder equipped Stinger are just as able.Design wise the Stinger foreshadows and continues a coupe like look for a five door sedan or four door hatchback. It’s a long, flat, E-Type-ish bonnet that has two faux vents. Apart from aesthetic reasons they’re pointless. Why? Because there’s vents in the front bumber into the wheelwell and from the rear of the wheelwell that exits from vents in the front doors. The roofline tapers back in a gentle curve before terminating in a rear that’s a cross between an Audi A5 and Maserati. The rear lights themselves are Maserati and LED lit front and rear in the GT-Line. Inside there’s plenty of legroom in the rear, a slightly compromised cargo space at 406L due to the hatchback style, a power gate for the GT-Line, and a stylishly trimmed interior. Plastics, for the most part, look high quality, and the overall presence echoes something from Europe, perhaps Jaguar, in this case. The central upper dash mounted seven inch touchscreen that looks as if it rises and falls, ala Audi, for example. It’s mostly intuitive, clean to read and use, but sensitivity needs to be upped as sometimes two or three taps were required to activate a menu. There’s DAB radio and here there’s a minor hiccup.With other brands tested with a DAB tuner, in comparison the one used in the Stinger also lacked the sensitivity found in others, with dropouts in more areas in comparison. There’s Android Auto and Apple CarPlay, plus voice recognition, with the middle and top range Stingers having nine or fifteen speakers with under front seat subwoofers. Harman Kardon is the feature brand in the GT-Line. As an overall presentation is pretty damned good, yet there’s still a sense of, in the top of the range GT-Line especially, that it lacks a knockout punch, and doesn’t seem to visually say this is a premium vehicle.The menu system on the touchscreen includes safety options such as voice warning for school zones, merging lanes and such like. Although an eminently worthwhile feature it became tiresome very quickly. Thankfully the voice presentation can be deactivated. Extra safety comes in the form of a forward camera and 360 degree camera depending on the model. The 360 degree version superimposes a Stinger top down view into the picture on one side of the screen and shows whichever camera view selected in the other. It’s super clear and immensely handy for parking. Another Euro feature is the rocker and Park button design for the gear selector. Foot on brake, press a tab on the selector, rock forward for Reverse or back for Drive. Inexplicably, the GT-Line had more issues correctly selecting Reverse or Drive.Only the driver’s seat is electrically powered however both front seats are vented but only in the GT-Line (for the Australian market, this is a must) and heated. A slight redesign has these operated via simple console mounted rocker switch that lights blue for venting, red for heating. Across the range they’re supportive, comfortable, and do the job well enough, along with the ride quality, that you can do a good country drive and feel reasonably good at the break. The GT-Line also features two position memory seating and a pad for smartphone wireless charging for compatible smartphones. It’s a leather clad tiller and the GT-Line gets a flat bottomed one but the material felt cheap, as did the buttons under the three central airvents in comparison to the good looking interior design.Even the base model is well equipped for safety; there’s seven airbags for all models, front seatbelt pretensioning, pedestrian friendly AHLS or Active Hood Lift System before moving to Lane Keeping Assist and Advanced Smart Cruise Control (with forward collision alert and autonomous braking) in the V6 Si. The GT-Line gets Blind Spot Detection, Rear Cross Traffic Alert, High Beam Assist, and Dynamic Bending Headlights.Naturally there’s Kia’s class leading seven year warranty and the fixed priced servicing. The turbo four is cheaper from start to finish, with a gap of just three dollars for the first, two for the second, before the third service opens it to fifty. The final service sits at $785 for the V6 and $696 for the four.

At The End Of The Drive.
The easiest way to consider this is that, as a first attempt, Kia have just about nailed it. Just about. It’s a big car, seats four beautifully, rides as good as one should expect, goes like a scared rabbit in the V6 and a not quite so scared rabbit in the turbo four, is well equipped, and is utterly competitive for the features on price. Its biggest sticking point is one that’s completely inescapable and has already caused derision and division. It’s this: KIA.

Far too many people have locked themselves into the thought process that says Korea can’t built a competitor for the outgoing Commodore or the fading from memory Falcon. Ironically, as many have pointed out, detractors will have typed their sneering comments on a Korean built phone or have a Korean built TV. It’s also not unexpected that those slinging arrows from afar wouldn’t avail themselves of the opportunity to test drive. More fool them.

However, for a first attempt, like any first attempt, there’s room for improvement. A lift in presence to say more how the car should be perceived is one, and fuel efficiency needing a VAST improvement is another. The last one is something both Kia’s marketing gurus and Australia’s luddites need to work on. That’s that a Kia CAN be this damned good. The 2018 Kia Stinger is that damned good car.