Genesis G80 vs Kia Stinger

What's the difference?

The Genesis Electrified G80 Luxury is feature-laden and comes with fantastic ongoing costs. This thing handles superbly, has enough power to satisfy and the cabin space feels luxurious. It’s a bit smaller in the cabin and boot than its size suggests, so will suit a small family best, but it's a damn fine example of what a luxury EV sedan can be.

My kid didn't want to give this one back and there was a risk of tears with the loss of the screens in the back and the power he had (mwah ha ha).

The Stinger GT-Line is a great machine. It looks good, feels good to drive and while it's not the cheapest large sedan, it's also not a Camry. With a strong European vibe, it's a nice bridge between boring-dependable and out-of-reach European. Boasting a strong link to Europe in its chassis DNA, it has it all apart, maybe, from the badge.

But Kia has a habit of doing unexpected things and the Stinger was a bold move worth making just for the halo effect of having such a cool car in the range. It has done good things for the company's reputation, as though the rest of the range isn't proof already.

With its rounded nose and solid body, this four-door leans more towards the ‘luxury saloon’ aesthetic than a sports car vibe.

However, some elements hint at this car's powerful prowess, such as the turbine-like 19-inch alloys, quad LED lights at the front and rear and the swoopy roofline.

The interior is handsome and the quilted tan Nappa-leather seats are naturally dyed, which is a cool feature. The suede-look headliner and two-tone door trims are all various shades of brown, which I’m not usually a fan of, but it creates an aura of old-world glamour inside.

However, while the chrome accents enhance that effect, the forged wood panels look out of place. They don’t look like wood, more like that rainbow pattern you can get when you mix oil on water.

While it might not be as sexy as the Audi or Beemer, I’d argue it looks statelier and more refined. It drew looks wherever I went and I especially adore the 'Matira Blue' paintwork.

It’s designed to resemble the colour variations found at Matira Beach on Bora-Bora, French Polynesia, and it’s just gorgeous.

The Stinger looks fantastic. I know the car has its detractors, but there's a massive Euro influence here that sits well in my visual cortex. It's maybe not as ooh-aah as the A5 or the outgoing BMW 4 Series Gran Coupe, but the Stinger can and should be mentioned in the same breath. It looks terrific, even if it is a bit fussier in the details.

From the signature grille, the low beltline, big wheels and sports coupe roofline, it looks sleek and sophisticated. 

Inside is a bit more conventional, with some real classic touches such as circular air vents, conventional-looking gear selector and a flat-bottomed steering wheel. It's cool, clean and, with the big new screen, a bit more techy-looking than before. There are lots of nice materials and the odd rogue one, but it's a good cabin that feels well put-together.

It’s a low car to get in and out of, so I really like the comfort access function, where the seat slides back for easier access.

Once you’re in, you have plenty of head, leg and elbow room in both rows. Although, I did notice the sun visor felt very close to my head from my driving position. And if you sit closer to the wheel, you’ll be ducking your head to even pull it down.

The comfort factors up front cannot be downplayed – this has a sense of luxury from every angle. The seats are beautiful to sit in on a long trip and I especially like the massage function on the driver’s side. You also enjoy heat and ventilation functions plus a heated steering wheel.

Individual storage options are good up front with two cupholders, a drink bottle holder in each door, glove box and a middle console.

There is also a narrow utility tray that has the wireless phone charging pad, two USB-A ports and a 12-volt socket but I was hoping for the faster USB-C ports at this price point.

The rear seats are also well-cushioned but the space is narrower than at the front. The curved C-pillar makes you feel like you’re being tucked in and that makes it more like a four-seater than a five-seater for passenger comfort. This is further highlighted by the cockpit-like controls in the fold-down middle armrest.

These controls are a similar set up to the front multimedia system and are connected to two 9.2-inch touchscreens on the backs of the seats.

Annoyingly, back seaters can also access (and control) the front audio and climate controls. I didn’t find a way to disconnect this access and my six-year old was pleased as punch.

They also control the heat function on the outboard seats and the retractable rear window sun-blind. In the armrest’s middle console, you get a single USB-A port and two 'aux' inputs to hook up a couple of headphone sets.

I loved being able to entertain my son on our road trip but you can’t just hook up a phone and play Netflix or Disney. It has to be a video file on some sort of hard drive.

The multimedia system is simple enough and it uses a combination of touch and a rotary dial to operate.

The 12.0-inch coloured head-up display is clear and the 3D 12.3-inch digital instrument cluster is cool but it did take my eyes a bit to get used to it as it can look like a hologram at times.

Surprisingly, this car only features wired Apple CarPlay and Android Auto. The built-in satellite navigation is probably the fiddliest to use out of all of the systems because it flips between three functions – rotary dial, press-buttons and a touchpad but the option of ‘writing’ your address is cool.

The boot is an interesting one as it’s small for this class at 354L. To accommodate the electrics, the shape is stepped and it makes for an awkward space for bigger items like luggage.

I had plenty of room for my bits and groceries, though, and I enjoyed the powered tailgate with proximity opening feature.

This is really a four-seater car. While there is good legroom in the rear, the falling roofline, small door aperture and huge transmission tunnel box you in a bit, almost rendering the middle seat useless for all but the shortest of folks. You do get your own air vents, though, which is generous.

The low roof also means limited headroom, made a little worse by the standard sunroof. I had room but taller people might brush the headlining. There are two cupholders front and rear for a total of four and each door has a bottle holder.

The boot is a modest-for-this-size 406 litres, rising to 1114 litres with the seats down. Access to the boot is good if not spectacular; the hatch opens wide but a slightly narrow aperture means loading and stowing flat packs and things like that could be a struggle.

As is the custom at this time of the year, the Stinger scored a mild update for that minty-fresh taste at the dealer. Not much has changed in the looks department (good) and the most obvious tweak is the brand-spanking new media system already seen in the brilliant new Sorento.

The GT-Line is one of two four-cylinder variants of the Stinger, priced at $57,230 or $60,690 driveaway, a solid $7000 more than the 200S and it's $730 more than the MY20. It's also uncomfortably close to the 330S, which has the delicious twin-turbo V6, but obviously a lower equipment level.

For your money you get 19-inch alloy wheels, a 15-speaker stereo, dual-zone climate control, camera package that includes a reversing camera, side cameras and front camera, keyless entry and start, front and rear parking sensors, active cruise control, powered heated and ventilated front seats, sat nav, automatic LED headlights, head up display, leather seats and wheel and even more besides. It's a lot, which is fair given the price.

The 15-speaker stereo is run by the excellent new media system on the excellent new 10.25-inch touchscreen. It's great to look at, has some really cool ideas in it (including the hilarious soundscapes list which includes, for some reason, a noisy cafe environment), DAB and Apple CarPlay and Android Auto.

The Electrified G80 has a fully electric powertrain and a big lithium-ion battery with an 87.2kWh capacity. There are two electric motors – one on each axle. It’s an all-wheel-drive with a combined power output of 272kW and 700Nm.

Yep, this baby has the goods and it delivers them beautifully on the road. It can go from 0-100km/h in just 4.9 seconds.

Under the GT-Line's bonnet is Kia's Theta II 2.0-litre four-cylinder turbocharged engine. It's the same as before, with a stout 182kW and 353Nm. Driving the rear wheels is an eight-speed automatic from the Hyundai-Kia empire.

It's pretty rapid, knocking out the 0-100km/h spring in just six seconds, a mere 1.1 seconds slower than its faster sibling's 4.9 for the benchmark.

The G80 has a great driving range of up to 520km, although the top km range I saw was 510km. The official combined cycle power consumption figure is 19.1kWh/100km but my average usage was around 17.2kWh.

That's pretty good considering how much open-road driving I did this week.

The regen braking has four levels, with the highest enabling one-pedal driving. The regen braking feels on the right side of firm and you’ll gain battery percentage going down a mountain.

This has a Type 2 charging port with a CCS DC connector, meaning you can hook it up to a fast charger. It can also accept the speeds from an ultra-fast 350kW charger and you can get from 10 to 80 per cent in just 22 minutes!

If you get on an 11kW charger, you’d expect that time to creep up closer to eight hours.

The Electrified G80 also has a vehicle to load function, so you can charge up devices using the car’s power while on the road.

Another cool feature is a solar panel in the roof for passive battery charging while parked and on the go!

Kia's claimed combined cycle figure is 8.8L/100km. As the Stinger goes without trickery like stop-start or mild hybridness, it's no surprise that my week with it yielded an indicated 10.4L/100km, which isn't bad for a 1750kg sports sedan that was not molly-coddled and also spent some time in a resurgent case of crap traffic in Sydney.

It also drinks standard unleaded, which is a nice touch.

I have thoroughly enjoyed driving this car. It has heaps of power and even with the firm regen braking, it never feels jolty or jarring. The power distribution is well-balanced.

The handling is superb because it manages to feel both graceful and fun. The steering is tight, which gives a sportier performance than I was expecting.

The adaptive suspension also makes this feel like it’s connected to the road when you hit corners.

The ride comfort is up there with the best and I’ve enjoyed how quiet the cabin is, too. There's very little wind or road noise, even at higher speeds.

No issues with parking because of the top-notch 360-degree view camera system but you feel its 5.0m length when you’re trying to navigate one of those skinny car park ramps.

I like the remote parking feature on the key fob, too. Great for a tight car spot!

I have driven and loved the Stinger GT. It's tremendous fun, goes like a rat running away from a cut snake, which itself is being chased by a mongoose with its bottom on fire, and it handles like a proper sports sedan.

The GT-Line is obviously not that quick, but it's not slow, either. But it does take a bit of the GT's DNA and delivers a driving experience eerily reminiscent of an E90 BMW 3 Series. That seems like an out-of-date reference, but it was a beautiful car to drive with a lovely balance of ride and handling.

The steering has good feel and you know what's going on underneath the front wheels. You sit towards the centre of the car, also a BMW trademark. Turn the wheel and the car goes with you, despite its bulk, and it's happy to dance a bit with its limited-slip diff.

The 2.0-litre turbo does a good job in most conditions but you feel it coming up short when you're hustling it. It's never breathless, but the torque deficit to the turbo six is clear. If you've not driven the faster Stinger, you may not notice, but there's a touch of lag in the 2.0 that contributes to the idea it's working hard to move the big sedan.

But back off a little and it becomes a fluid, fun drive. In town it's firm but very comfortable, gently bumping rather than crashing into potholes. The rear suspension is a complicated five-link set-up that costs money and eats into boot space but delivers the goods.

Given its length the Stinger is a bit tough to manoeuvre in tight spaces and its 11.2m turning circle isn't too flash either, but you soon get used to it.

The Stinger ships with an impressive safety package that includes seven airbags, ABS, stability and traction controls, high- and low-speed forward AEB with pedestrian and cyclist detection, intersection assist, lane-keep assist, steering assist, driver attention alert, high- and low-speed forward collision warning, front cross traffic alert and rear cross traffic alert.

You get two ISOFIX points and three top-tether anchors.

The Stinger scored five ANCAP stars in 2017.

With the G80 you’ll enjoy a five-year/unlimited km warranty and an eight-year warranty on the battery. Plus, you get complimentary servicing for up to five years or 75,000km, whichever occurs first.

It's usual to see longer servicing intervals on EVs but hey, free is free.

You can choose to have an at-home wall charger installed or a ChargeFox subscription that gives you free charging for up to five years.

Genesis is leading the market with its customer-first ownership approach. Very few luxury brands include complimentary anything, so this is lovely to see.

Kia's ground-breaking seven year/unlimited kilometre warranty along with roadside assist for the first 12 months. Each time you service your car at Kia, you get an extension on your roadside assist for up to eight years.

Perhaps the only thing that makes you go, "Oh, what?" about the Stinger is the 12 months (Good)/10,000km (Oh...) service intervals. That's pretty common with Kia's turbo engines but is a little inconvenient. Then there's the cost - prices range from $312 to $685, which adds up to $3459 over the first seven services. If you stay under 10,000km/year, that's not bad going at under $500 per year for servicing, but if you're a high-miler, it will add up.

The servicing isn't outrageous - and the prices are capped - but it's not cheap, either.