Stinger's less savage sibling still hot

Don't you just hate it when you order a double-shot coffee and it turns up all milky and pale?

Or when you've been looking forward all day to a spicy vindaloo curry, only to have it barely tingle your taste buds?

I couldn't help but feel that way when I picked up the latest version of Kia's flashy Stinger.

What I had expected was the facelifted, updated version of the Korean maker's eye-opening large sedan, with its punchy, twin-turbocharged six-cylinder engine that has made the car one of the feel-good stories of the Korean revolution. The one with 274kW and 500Nm under that shapely bonnet.

What I got, was that car with a smaller (much smaller) engine, with only four cylinders, one turbocharger and lacking the zing that has earned the Stinger a cult following in Australia.

A Stinger without the sting, if you like.

Adding to my confusion, the two models are almost identically named. The more powerful version is called the Stinger GT while the lesser-powered version, tested here, is the GT Line.

Like its more powerful sibling, the GT Line has had a impressive mid-model freshen up with some new tech equipment and an exterior touches.

The scaled-back version of the Stinger arrived a year or so back, to very little fanfare. This is our first time behind the wheel.

The logic is sensible. Not everybody wants, or needs, the firecracker performance offered by the "full strength" version of the Stinger.

And even though it sounds a bit underwhelming, the slightly more conservative, more practical GT Line is a reasonable starting point for owners running out of demerit points.

But you'd think the very least Kia could have done was give it the most powerful, high-performance "N" version engine of its smart new i30 hatchback and Fastback models. It makes a rousing 202 kilowatts and is quite a handful.

But no.

Rather than that engine, the bigger, heavier Stinger instead makes do with a tuned-down power plant making a slightly less urgent 182 kW and 353 Nm.

It's hardly the end of the world and, to be honest, all sense of outrage had long since disappeared by the time we handed back the keys.

If only a bad coffee was as easily forgotten.

On the positive side, the restyle has added some further visual appeal to the Stinger. It's also added to the price.

The gun-slinger GT version has jumped about $2000 - meaning a drive-away price now topping $66-grand. The four-cylinder GT Line can be had for about $5000 less - a decent saving if you're not obsessed with the twin-turbo six.

And even if the sting is your thing, there's a "basic" version of the V6 - missing the luxury trinkets and technology features of the GT and GT Line flagship models - but with a tasty price tag of $53,330 plus on road costs.

Our test machine came with a long list of standard equipment including a new infotainment system with 10.5 inch touch-screen, upgraded 15-speaker audio system, dual-zone AC, a rear-view camera, side and front cameras, keyless entry and start, parking sensors front and rear, 19-inch alloy wheels, active cruise control, heated and cooled leather seats, satellite navigation, auto LED headlights and a head-up display.

That's a lot of kit for a car costing a tick over $60 grand.

The GT is also impressively smooth and quiet in general operation.

Of course, when you prod the accelerator the sound is substantially different to the V6, even though the quad tailpipes extract the best from the four-cylinder rumble.

Turn the drive selector to Sport and not only will it sharpen the throttle response and handling, but the pneumatic sports seats give you a little hug around the ribs to prepare you for some nifty cornering.

The cockpit feels premium, borrowing styling cues such as the turret-style air vents from Mercedes. There's also a sweeping, leather-trimmed dash (OK, artificial leather).

One trick we liked was the clever little screen integrated between the two major dials on the instrument cluster, which displays vision from two wing mirror-mounted cameras, providing a blind-spot view when changing lanes. Clever stuff.

Dynamically the car is capable, with excellent ride and sharp, direct steering.

In its lesser tune, the engine tends to run out of puff a bit when the revs start to climb, confirming that this car is slightly more about show than go.

But it's a cracking vehicle regardless of what's beneath the bonnet.

It is, after all, one of the few big, comfortable saloons still on the road since the demise of Commodore and Falcon. The advent of a lesser-powered model should not dim that halo effect and will probably draw a few new, more conservative buyers.

Also noteworthy is the seven-year warranty offered across the Kia range, and the capped-price servicing deal which means an average spend of just over $500 per year to keep your Stinger on the road.

In other words, cheaper than a daily double-shot coffee.

KIA STINGER GT LINE

* How big? It's a full-sized four door sedan that will satisfy most families, although its sleek design means limited headroom for adults in its rear seats. Boot is capacious and will fit at least two sets of golf clubs.

* How fast? While Australia fell in love with the Stinger's ballistic performance, this one is no slouch with a 0-100km/h time of about six seconds.

* How thirsty? A smallish engine hauling a biggish car is never a recipe for frugal driving. The Stinger manages a hefty average of 8.8L/100km.

* How much? The high-spec GT Line tested here will cost you $60,690 drive away.