2022 Kia Stinger Reviews, Pricing & Specs

Remove the badge and what do you see? The question is old hat, but it still begs repetition because what we’re looking at is a roughly $56,000 Kia. That’s the MSRP ($1,850 destination included) of the 2022 Kia Stinger we had for a week-long test drive, which was outfitted in U.S. Kia Stinger GT2 specification but is roughly equivalent to the Canadian Elite trim. To be fair, yes, this particular Stinger is a fully loaded model, with the sole exception of the newly added Scorpion special edition package. For perspective, the base Stinger starts at $50,795 before fees. But do the Stinger’s styling and materials look and feel less drab the lower the price point and the fairer the complexion? Absolutely not.

The Stinger’s minimalist design is purposeful, which is appreciated. The vehicle isn’t looking to hide behind errant sheet metal zigs and zags. Its liftback profile is decidedly long and lean, and every duct and crevice—apart from the two fake hood “vents”—is real. From the front fascia openings to the side vents behind the front wheels, the Stinger is aerodynamically sound, with a 0.30 coefficient of drag.

The Kia Stinger GT model was dropped for 2022, leaving the Stinger with two variants in Canada: GT Limited and GT Elite, the latter available with a suede upholstery option. Not much distinguishes the trim levels exterior-wise. All models get 19-inch alloys. The sleek sedan is outfitted with updated performance-oriented wheel designs and continues to look great in every available colour. Of the seven paint colours, all but one will cost you an extra $250.

Along with the new wheels, 2022 exterior changes also include standard LED headlights and taillights. GT Elite trims are upgraded to adaptive LED headlights. Plus, the exhaust tips are now slightly larger for a more aggressive appearance.

Available on GT Limited models only, the aforementioned Scorpion package ($54,695) adds dark-coloured details. This includes a black fender garnish, dark exhaust tips, a rear spoiler, exclusive 19-inch alloy wheels, and carbon fibre interior trim. The Stinger Scorpion also is limited to Snow White Pearl, Aurora Black, and Ceramic Silver exterior colours. Black is the only interior colour option.

Most significant, however, is that the 2022 Stinger is embellished with Kia’s new logo. Gone is the encircled “KIA” that’s been the automaker’s mainstay emblem. Moving forward, the name will remain in all caps but presented in a gothy, italicized font. Consider it the only excessive embellishment (okay, plus the fake hood vents) on the vehicle. Some might consider the branding illegible (Kui? Kin? NIN?), but if Kia is going to overhaul its lineup and marketing approach, it can stylize its name all it wants.

On the inside, the cabin is comfortable and sufficient. You’re not going to be blown away with high-end, unblemished leather as you’d find in a Rolls-Royce, but what you do find are quality, craftsmanship, and a thoughtful eye to detail. And the cabin is luxury-level quiet.

The driver’s seat offers enough bolstering and cushioning to make long trips easy on the body. The standard flat-bottom steering wheel features the new Kia logo and GT branding in brushed chrome. With a substantial and premium feel, its mounted controls are intuitive and easy to use while driving. And the entire heated steering wheel warms up, not just the sides where your hands rest (which is what some automakers offer).

Overall, controls are laid out well. There is appreciated redundancy for volume, climate, phone, audio, and navigation settings. You can manage them via the steering wheel, voice activation, dedicated buttons and knobs, or the new 10.25-inch touchscreen. Though, having separate buttons for “map” and “navigation” might be too redundant.

Leather seats are standard, heated in the front and the rear. The GT Elite upgrades the seats with Nappa leather. Upholstery colours for Nappa leather include black and a dark red.

Canadian models keep the same 3.3-litre twin-turbo V6 as in previous years but a little retuning found three extra hp for 2022. (In our market, the four-cylinder engine is not available.) The powertrain now produces power specs of 368 horsepower and 376 pound-feet of torque, which is robust enough for a 4.7-second zero-to-60 mph time, according to Kia. (Zero to 100 kph figures are not published.) The Stinger is also outfitted with a new electronic variable exhaust system which adjusts by drive modes.

All Kia Stinger models are equipped with an eight-speed automatic transmission. For manual shifting, paddle shifters are standard across the lineup. A rear-wheel drive (RWD) drivetrain is not offered in Canada. All-wheel drive (AWD) plus torque vectoring is standard for all trim levels. Even with more power, fuel efficiency didn’t falter. Instead, it improved.

Natural Resources Canada estimated ratings for the 2022 Stinger are 13.7 litres per 100 kilometres in the city, 9.6 on the highway, and 11.9 combined, which is a 0.1 L/100 km bump during city driving. During our time with the Stinger, our fuel consumption was better than the NRCan estimates. We averaged 11.6 L/100 km city and 9.0 highway. Kia recommends premium fuel for the Stinger.

Kia compares the Stinger with the Audi A5 Sportback, BMW 4 Series, Genesis G70, and Infiniti Q50. The Germans are fair game because Hyundai-Kia’s head of R&D is Albert Biermann, formerly vice president of engineering for BMW M. His resume is definitely exhibited in how the Stinger performs.

Remember, there was nothing like the Stinger when it joined the Kia lineup. And the vehicle’s driving manners have only improved since its first year. The debut model was fun, but early production cars were prone to rattles. With most of the growing pains out of the way, the 2022 Stinger is a legitimate contender.

There are five selectable drive modes (Custom, Smart, Eco, Comfort, and Sport), and the new active exhaust is a definite plus. In Sport, the V6 engine emanates a deep throatier growl than before with the opposite effect when traveling in Comfort mode. The engine is subdued, almost set to mute, which is sad. It’s still a V6, after all. Can’t we get a soothing purr at least? Nevertheless, if you want more Stinger noises, select Sport mode and use the paddle shifters. Your ears will thank you.

Changing the drive modes not only adjusts the engine note but also the throttle response, gearing, steering wheel “weight,” and even the seat bolsters. For example, in Sport mode on the GT Elite, the bolsters give you a snug hug, the steering wheel feel is tightened, gear ratios are set higher—and fuel efficiency worsens. Because sportiness and speed! In contrast, Comfort mode eases up on all of that. Not to say the Kia Stinger will feel like driving a couch. There remains some semblance of stiffness to the suspension and handling, but it’s on the chill side of lazy.

Ride quality is composed, regardless of drive mode. The Stinger is never jarring, offering the proper amount of give on bumpy lanes—even when you inadvertently hit a speed bump at 40 kilometres per hour. If there is anything lackluster, the red-caliper Brembo brakes on the GT didn’t provide the expected stopping power. Our AWD test car sported 225/40R19-sized Michelin Primacy Tour A/S all-season grand touring tires. During hard braking, the Stinger seemed to take longer than necessary to reach a complete stop. This wasn’t concerning in terms of safety, but it was noticeable enough, especially when equipped with ostensibly high-performance brakes.

Touchpoints on the Kia Stinger are of the premium variety with buttons, knobs, and switches within easy reach. Ergonomics are generally good. The steering wheel isn’t too slender and its sporty flat-bottomed shape provides great grip. It certainly doesn’t feel cheap in your hands.

Front-seat occupants have a multitude of ways to get comfy in those standard leather seats. All trims feature a 12-way power-adjustable driver’s seat with four-way power lumbar support. Leveling up to the GT Elite will fetch you two-way adjustable side bolsters. Basically, everything but a built-in massage.

A two-profile memory system for the driver’s seat, steering wheel, and outside mirrors also comes standard. Heated and ventilated front seats and heated rear seats are standard across the board in Canada.

If you’re relegated to the back, however, it could be a tight fit. The Stinger has seating for five, but that middle rear seat is punishment for the friend you didn’t want tagging along or for the brat, we mean runt, of your brood. But you do get cushy headrests. Although there’s no tilt feature, they welcome your head like a medium-firmness pillow.

One caveat that we did find surprising was the positioning of the infotainment system. It’s the same 10.25-inch display in all Kia Stingers, and it was a literal reach to use.

The touchscreen sits atop the three-vent HVAC cluster and isn’t flush with the dash. Instead, it’s placed a smidge back in what amounts to a sunken throne. It doesn’t look out of place but because it’s not angled toward the driver, the widescreen becomes a hindrance. We had to tap an icon multiple times before the command registered, and that’s even while parked.

According to Kia, the reason the Stinger doesn’t offer a true driver’s cockpit is that not only is the infotainment technology shared across multiple vehicles but, in the case of the Stinger, it is also shared with right-hand drive variants. When inquiring about a commander control knob option similar to those used in luxury vehicles, Kia sided with keeping things simple. Adding another technology component would only lead to more complexity. Hmm, but isn’t unnecessary complexity a requisite for premium brands? Jokes aside, the angled screen or commander knob is a cost-benefit issue. And with the Stinger’s niche market, the scale isn’t there to warrant either.

Touchscreen annoyances aside, the Kia Stinger does offer useable rear cargo hold with 660 litres. Although a four-door, the Stinger’s hatchback-style liftgate not only gives the vehicle a coupe-like look but also adds to that trunk space, which increases to 1,158 litres when the rear seats are folded down. A power sunroof is standard, as is a power liftgate that will unlock and automatically open after sensing your presence. No need to do a jig or shake your foot beneath the rear bumper either. Just loiter. But it is a three-second timer, which can feel like a lifetime if you’re carrying heavy items.

Replacing the 7- and 8-inch touchscreens of the previous model year, the 2022 Kia Stinger now features a 10.25-inch infotainment display in all models as well as wireless smartphone charging. Also standard is navigation, UVO Intelligence remote commands, Android Auto and Apple CarPlay compatibility, SiriusXM satellite radio, multi-device Bluetooth connectivity, and split-screen functionality.

The touchscreen icons and layout can be customized in almost every way except for their colour, which is a permanent pink-and-purple gradient. The user interface theme was actually part of a software update in April for Kia vehicles that have the Gen5 navigation system. Why the colour change? Kia said it was more “fresh and modern.” So, if you prefer neutral colours like white, sorry, that’s too old school. At least the icons are still easy to read.

A 7-inch TFT instrument cluster display projects a blind-spot live video feed that is activated when using the turn signal. The top-of-the-line GT Elite models also feature a customizable head-up display as standard. Note that even at its brightest setting of 20, drivers using polarized sunglasses won’t be able to read the data except during overcast days.

Standard sound comes in the form of a 15-speaker audio system that includes a 12-channel external amp as well as Harman Kardon 720-watt surround sound technology.

Kia has expanded its standard safety offerings on the Stinger, particularly its suite of driver aids. Nearly a dozen technologies are either all-new or updated for 2022.

In addition to rear parking sensors and a backup camera, 2022 Stinger models add lane keep assist and lane departure warning. There are also updates to existing technologies such as blind-spot monitoring plus collision avoidance, rear cross-traffic alert plus collision avoidance, forward-collision avoidance plus pedestrian/cyclist detection and junction-turning assist, and navigation-based adaptive cruise control.

Lane follow assist, which keeps the vehicle in the centre of the lane, is also standard. Still only for Stinger Elite models, however, are a head-up display, and a 360-degree surround view.

With all the added safety tech, including standard LED lighting, the 2022 Kia Stinger unsurprisingly is named a Top Safety Pick+ by the Insurance Institute for Highway Safety (IIHS). The 2021 model was named a Top Safety Pick without the “plus” designation. With the National Highway Traffic Safety Administration (NHTSA), the Stinger maintained its previous rating of five stars, which is the agency’s highest crash test safety score.

The 2022 Kia Stinger is just a mid-cycle refresh, but the new standard features, particularly on the tech side, do increase its base MSRP. The Stinger now starts at $50,795 for the entry GT Limited before fees, while the GT Elite costs $53,295 and the suede version is priced at $53,595. The Scorpion Package add-on to the GT Limited grade tops the pricing at $54,695.

Take away the badge and the Kia Stinger wouldn’t be shunned by the Autobahn elites. The Audi S5 Sportback, with its 3.0-litre inline-six and 349 hp, has a $66,150 starting price. It also has a smaller 10.1-inch infotainment screen.

The Kia Stinger has the bones to compete in the realm of performance four-doors. It offers German engineering and luxury sensibilities without the premium pricing or, if thinking long term, the maintenance costs. Unfortunately, the rumour mill is circulating that 2022 may be the last year for the Stinger. The vehicle isn’t a top seller, but that was never its purpose. Consider the Stinger a showcase model of what the brand is capable of and where it wants to go. Kia is still climbing uphill for recognition as a premium product. But if the South Korean automaker lives up to the hype of its new marketing focus and brand messaging, that hill is likely to plateau.

Note: Images show a US model.