2017 Kia Stinger GT vs Genesis G70 bench test

The tyre-frying Kia Stinger GT has just launched in Australia. It's melting the Internets. But did you know the go-fast Genesis G70 coming here early in 2018 is very closely related?

Both are game-changing cars on a global scale but especially for the Aussie market, where affordable rear-drive cars have historically been hugely popular.

The new models have striking new visuals, they are the right size, they have loads of equipment, low ownership costs and, crucially, have powertrains that are getting people talking. The will also change public perceptions of the Korean brands.

There's no ifs, buts or maybes about it.

Both cars share the same basic platform architecture and the same engine with launch control functionality. The powertrain is a 3.3-litre twin-turbo V6 which pumps out a very healthy 272kW and 510Nm. Crucially, all that mumbo is delivered to the rear wheels via a limited-slip differential.

Yep, the Koreans mean business.

We've driven both vehicles on road and track, with motoring.com.au's Technical Editor Ken Gratton sampling the G70 in Korea and News Editor Sam Charlwood testing Stinger GT in Australia. We've dissected both and come up with these conclusions.

Acceleration: Genesis G70

Same platform, same engine, same output, different weights. By this measure, the Genesis G70 draws first blood. The Kia weighs 1780kg, tare, and although Genesis hasn't revealed the weight yet, it has confirmed the G70 is lighter and faster than the Stinger GT, which hits 100km/h in a claimed 4.9sec.

Ken, G70: A 3.3-litre V6 turbo sounds like a relatively large engine in a reasonably compact and lightweight package, but it's not a V8. And we're always going to have a Holden SS V Redline in the back of our minds.

Sam, Stinger GT: At first I didn’t think it had the pace that its [0-100km/h] figures suggest, but a race track will do that. But then on the road it picks up speed really well -- it's quite a linear 0-100km/h. Where I really liked the Stinger GT's power was 4000 to 5000rpm -- those middling revs give it that white-knuckle, clammy-palm effect. It felt properly quick.

But it's definitely not that rush you get from a big naturally-aspirated V8 engine. The eight-speed transmission was slow to shift, and wasn't fast enough between gears either.

Design: It's a draw

This one's subjective, so it's a dead rubber.

Ken, G70: When I saw the Kia Stinger close up, I really liked it. But now having seen the G70 I prefer the styling of the Genesis. Perhaps that reflects my slightly more conservative tastes. Some people might see the Stinger as something more avant garde and more out there.

Sam, Stinger GT: The Kia has presence. Parked up after the track sesh, several Stingers out the front, there was an elderly lady in the elevator at the hotel and she asked me "Are you guys driving those Kia sports cars?" I think that's telling. She used the term sports car, and that says a lot about its styling and presence. It presents like a sporty rear-drive sedan should. I can't speak for the G70, but for what it's worth I think the Kia looks sharp.

Behind the wheel: Kia Stinger GT

The Kia Stinger GT is more engaging and allows more shenanigans, but the Genesis G70 is hard done by – to a point – because we've only tested the Korean-spec chassis. The Aussie-spec suspension on the G70 will undoubtedly be more stable and user-friendly.

Ken, G70: The steering is lightly weighted with reasonable feedback. The steering is on par with the current crop of German prestige cars in the same market sector. It's very secure in the rear-end. I don't think it'll lift-off oversteer unless it's wet or unless there's some real serious friction co-efficient issues.

It didn't feel as progressive or as secure and predictable as, say, a BMW 3 Series or even a Lexus IS F Sport. I did manage to get a bit of tail-out action happening on the track. The G70 is not the sort of car that Genesis wants to promote as a drift weapon, but it will do it!

Albert Biermann [Hyundai N performance car boss] apologised effectively for the Korean-spec suspension. Koreans like their suspension a bit softer, so there's a lack of body control there. We're holding out for the G70 suspension re-tune for Australia.

Sam, Stinger GT: It's got a really fast turn action, 2.4 turns lock to lock, so quite a quick steering rack. So it's very pointed in the steering, it turns in nicely and there's a little bit of lift-off oversteer if you want it. It can be quite playful and there's lots of power oversteer on corner exit. If you really want to provoke it, it'll go!

At the track I had everything [traction and stability controls] turned off for shooting the video and even while upshifting mid-way through [a slide] it never felt like it was just going to let go on me.

The base model V6 twin-turbo gets passive dampers; it's a non-adjustable fixed setting. They were the pick for me because the adaptive dampers didn't seem to vary that much in terms of compliance and body roll. I'm not sure even Kia is happy with the tune of the adaptive suspension on the cars we drove.

The Kia Stinger GT measures 4830mm long while the Genesis G70's length is 4685mm. The Kia is also wider, taller and has a longer wheelbase and more interior room. It's well finished and has a longer warranty too, so it wins this category.

Ken, G70: The price will start between $50,000 to $55,000, so the Kia has a price advantage there. In terms of packaging too, the G70 is a little bit squeezy inside. Rear seat accommodation isn't as good as a 3 Series BMW.

We also have to take into account that Kia has a seven-year warranty, so it's not just the price but the total cost of ownership aspect. The Genesis G70 has a five-year warranty but it does have free servicing for the full five years. That would be, give or take, about $2000 worth.

I felt the G70's dash and centre fascia was good. All the instruments were highly readable and easy to use. I liked the driving position and I found the seats to be a bit flat in the cushion but well-shaped otherwise. They did the job and they were comfortable. I sat in the car for hours on end because of traffic jams in the capital of South Korea and didn’t walk away with a sore back.

Sam, Stinger GT: For $48,990, the 'S' V6 twin-turbo model comes with Brembo brakes and a decent performance suite. You're just missing out on active safety features and some equipment. You could argue Kia should make the safety features standard across the range. But then the price is below $50K, so it's my pick of the bunch.

The presentation is really good for an entry-level model and the equipment level is good too. The centre fascia in the dashboard is quite button-laden but I didn’t mind it, and it was quite easy to navigate. There's no single-point controller or a dial near the shifter, as in European cars. I know it's not make or break but I instinctively went for that.

It's got circular air-vents in the dash board and I reckon they're better than some of the Mercedes-Benz designs -- really well done.

Legroom is fine in the back and there's enough shoulder room for two adults, but toe room under the rear seats is a bit snug. That tapered roof line does impose a compromise in terms of rear headroom. My noggin would touch the headlining. Just. All in all it's quite good. It has rear vents, 12-volt socket, USB ports, flip-down arm rest and cup holders, and the seats in general are good.

Exhaust note: Kia Stinger GT

The Kia Stinger GT features a bi-modal exhaust built by the same Melbourne-based crew that supplies Holden Special Vehicles, Lumen. It makes a better sound and wins this round. Hyundai Australia has told motoring.com.au it will not offer this bi-modal exhaust on the Genesis G70.

Ken, G70: The G70 exhaust note was quite subdued. Another journalist was complaining about the lack of noise at the launch in South Korea. You've got active sound with the V6, which means in sport mode it sounds gruntier but it's not in the same league as a BMW 340i.

Sam, Stinger GT: If you want to talk about the Aussie tuning, Kia has gone to quite some effort to give this car more X-factor. There's an Aussie-specific bi-modal exhaust and it's not quite complete yet, but there was one car with it installed and it sounded alright.

At the moment, the bi-modal system opens at 90 per cent throttle in sport mode. But some of the Kia engineers want it to open at 30 per cent throttle so if you're doing Main Street laps of Bathurst or whatever, people can hear your car. On start-up it would be open as well. That's the idea.

Verdict: Kia Stinger GT

On face value the Kia Stinger GT ticks more boxes but the Genesis G70 will improve significantly after being re-calibrated for local conditions. Both cars are very impressive and will change the way mainstream buyers perceive the brands.

Which one would you prefer?