Pros & Cons
- Explosive 4.6-second sprint
- Harman Kardon soundstage
- Brembo red-caliper grip
- Premium fuel dependency
- Bulky urban footprint
- Tight rear headroom
It’s a bona fide German-style sports sedan that somehow wears a Kia badge and doesn’t cost a fortune.
Overview
So, Kia built a sports four-door. Not just any sedan, but a proper gran turismo that looks like it should be sipping espresso in Milan, not waiting patiently in the school pickup line. This thing is a value luxury proposition that punches so far above its weight class it’s almost rude. They looked at the German-rivaling playbook and said, “Yeah, we can do that, but for like twenty grand less.” The result is the 2018 Kia Stinger GT, a car that instantly became a darling of the enthusiast market for good reason, often mentioned in the same breath as legends like the Ford Mustang Shelby for how unexpectedly good it is.
Pop the long hood, and the party piece is right there: a longitudinal layout twin-turbo V6 good for a stout 365 hp and 376 lb-ft of torque. It’s paired with a surprisingly sharp 8-speed automatic eight-speed gearbox. The result is a 0-60 sprint that happens in a hilariously quick 4.6 seconds, which is a number that will make passengers gasp and certain German sedans sweat. You can get it in RWD or with a variable-split option AWD for winter traction, and the RWD model gets a limited-slip differential to put the power down properly. It’s not just a straight-line hero, though. The steering feel is communicative, body control is tight (especially with the adaptive damping), and the Brembo brakes with those flashy red calipers have a stellar braking distance. It’s a grand-touring machine that’s genuinely fun to chuck around a skidpad.
Let’s talk about the shape. The fastback silhouette with its extended hood and short deck is just… cool. The liftback profile isn’t just for looks; it’s a five-door coupe (or executive hatchback if you’re feeling fancy) that offers incredible cargo versatility with luggage capacity 23.3 cu-ft. The quad exhaust, hood vents, and that full-width LED tailbar give it serious presence. It’s a head-turner, much like the Kia Rio in its own segment. Just be warned: it’s a D-segment car on 19-in wheels, so garage fitment in some older spaces can be a… tight affair.
Inside, it’s all about that commuter comfort with a side of spice. The Nappa leather seats (ventilated front seats, thank goodness) with contrast stitching and aluminum accents feel a cut above. It’s a feature-rich cabin. The UVO infotainment system lives on an 8-inch center monitor and includes both Apple CarPlay integration and Android Auto compatibility. Higher GT1 and GT2 trims add goodies like a Head-Up Display, a panoramic sunroof, a Harman Kardon audio system, a wireless charging pad, and a surround view monitor to make parking this long beast easier. The long-wheelbase means back-seat access is decent and there’s actual room, though the 60/40 bench is best for two adults. On the move, cabin noise is well-managed, making it a legit road-trip ready weekend getaway vehicle.
Of course, it’s loaded with an ADAS suite of safety tech like Forward Collision Avoidance, Lane Keeping Assist, Blind-Spot Detection, and Rear Cross-Traffic Alert. It’s a heavy car, so the EPA 19/25 mpg is… well, you’re not buying this for its Prius-like frugality. You buy it because it’s a daily-friendly rocket ship that can do your Costco runs, handle a soccer practice carpool, and then absolutely shred a backroad on the way home. It’s the Kia 3.3T GT that finally gave the performance world a reason to take the brand seriously.
What’s New for 2022
Talking about “what’s new” for a 2018 model means going back to its introductory-year updates. This was the car’s big debut, and Kia didn’t hold back. The configuration changes were simple: you picked your engine and then decided how much luxury you could afford. The real story was the sheer volume of equipment additions that came standard, making it an option-rich, spec-heavy contender right out of the gate. This wasn’t a bare-bones midsize sedan; it was a fully-loaded assault on the premium bracket.
Slip inside, and the cabin-centric upgrades were immediately obvious. Even the base GT range model felt premium with leather upholstery, heated fronts, and dual-zone climate control. The infotainment detail was a highlight, featuring a standard rear camera and a crisp display. Stepping up the trim availability unlocked more interior tech, like the cool ambient lighting and the sporty flat-bottom wheel with paddle shifters for those manual-style taps. Little touches, like the alloy pedals, door scuff plates, and stainless sill guards, made it feel special. The wheelbase figure and glazing thickness were key to its impressive noise isolation, making it a fantastic highway cruiser.
On the outside, the color palette was decidedly hue-forward, with several bold choices that made the car stand out in a parking lot. Features like LED headlamps for better night visibility, mirror turn signals, and privacy glass tint gave it a polished, upscale look. The paint quality and attention to detail, like tight panel gaps and consistent surface grain, were a step above what many expected from the import market at this price.
Under the skin, the safety suite was comprehensive, and the technology upgrades were focused on ergonomic access and parking ease. The bundle matchup across the package lineup was actually logical. You didn’t have to get a top Stinger flagship 2018 Stinger to feel like you got the good stuff. A quick feature audit revealed thoughtful extras like a tire mobility kit, auto hold, and a cargo cover shade. The revision summary for its first year was simple: Kia threw everything at the wall, and most of it stuck beautifully, creating a truly driver-focused class leader that was ready to play with the established giants.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
Popping the hood reveals the party piece: a 3.3-liter V6 built on a robust alloy block with cast heads. This isn’t some simple powerplant; it’s a sophisticated DOHC V6 architecture with a direct injection system and twin scroll turbos jammed in the ‘vee’. The engineering team didn’t just stop there. They added serious intercooler plumbing and a dedicated oil cooling circuit to manage the thermal demons, which pays dividends in thermal saturation durability. The result of all this hardware? A glorious biturbo six that feels every bit as potent as the spec sheet promises.
The magic of this boosted sedan drivetrain isn’t just in the peak numbers, it’s in how it delivers. Boost buildup character is surprisingly linear, thanks to some very smart wastegate actuation tuning. There’s very little lag, and the spool threshold delivery is immediate. This thing serves up a seriously punchy midrange that shoves you back in your seat when you nail the throttle for some stoplight surge or rolling acceleration, something that even owners of a Chevrolet SS would appreciate for its effortless torque hit. The passing response on a two-lane highway is downright heroic. It’s the kind of power that makes you forget you were supposed to be picking up milk.
Mated to this beast is an eight-speed automatic with a traditional torque converter. Now, I’ll be frank: I approached this expecting some slushy, dim-witted gearbox. I was wrong. The shift logic is sharp, and when you use the paddle shifters, the crisp upchanges are accompanied by a satisfying blip on downshifts, with excellent revs flare suppression. The clutch engagement in the converter is assertive and quick, especially in Sport mode. The cog spread profile is perfectly judged, offering both city creep smoothness and long-legged hushed cruising. Kick it for a snappy kickdown, and it drops two or three gears without breaking a sweat. The selector gating algorithm feels precise, not like you’re stirring a pot of soup.
How It All Plays Out on the Road
All that power is sent to the pavement via a rear bias back axle drive system with on-demand traction. This is where the Stinger GT dynamics 2018 truly shine. The chassis balance is superb, a testament to its solid subframe bracing and well-sorted suspension. If you’re used to a Mercedes-Benz E350 as your comfy daily, the way this thing stays planted will genuinely surprise you. Up front, it uses a MacPherson layout (strut front), while the rear gets a more sophisticated multi link arrangement. The engineers nailed the bushing stiffness and damper rates, resulting in impressive flat roadholding and midcorner composure. Body roll containment is excellent for a grand tourer, and understeer onset management is far better than you’d ever expect.
The steering is a rack mounted assist system, specifically R-MDPS steering. It’s well-weighted and provides decent feedback, contributing to great lane stability on the interstate and confidence in corners. The NVH isolation quality is top-notch, you’re isolated from the worst road scars but still connected to the driving experience.
Braking is just as confident as accelerating. Even after some, ahem, enthusiastic testing, the fade consistency was impressive. There’s no drama, just solid engine braking strength and strong pedal feel when you need to shed speed.
Whether you’re tackling a twisty backroad with its superb hill climb grunt or executing a ridiculously easy highway merge ease, this car feels unflappable. It even maintains a surprising rainy grip calm, the all-wheel-drive system subtly working in the background to keep you pointed where you want to go. It’s a mid-size fastback powertrain and chassis that finally gives the established players a real reason to look over their shoulders.
Fuel Economy & Real-World Driving
So, the EPA combined 21 mpg is a nice, neat number on a window sticker. In the real world, your right foot is the ultimate economy button. On a long, boring freeway return trip doing a steady-speed run, I saw a real-world highway 26 mpg without even trying too hard. That’s with the cruise-control hold set for a 75-mph run. Not too shabby for a car with this much pep. But let’s talk about that petrol grade. This thing drinks premium unleaded exclusively. That’s the non-negotiable energy source, and it has a direct line to your wallet impact.
The ownership spend on fuel is a big part of the deal. With a reservoir volume of 15.9 gallons, you’re looking at a highway range of nearly 398 miles or a combined range of about 334 miles between pit stops. That’s decent for long-trip refill planning. But this grandway tourer has a split personality. Your metro usage? Forget the highway 25 mpg. Think city 19 mpg on a good day. If your drive is a short-trip pattern with a cold-start penalty, you’ll be on a first-name basis with the gas station attendant.
What Actually Affects Your Mileage?
Everything. And I mean everything. The drivetrain options play a role; the rear-drive setup might eke out a mile or two more than the all-wheel traction model when you’re just thrifty cruising. But then you add cargo weight effect from a weekend’s luggage or the roof-rack wind loss from a cargo box, and your consumption stats take a hit. I did a pump receipt audit after a trip with a roof box and the fill-up spacing got noticeably tighter.
Temperature swings matter, thanks to the winter blend and summer blend of fuel and the engine’s thermal management. Headwind conditions feel like you’re driving through a wall of syrup, increasing aero drag. Elevation climbs and uphill segments will have you watching the on-board readout numbers drop faster than your motivation on a Monday morning. Even the AC cycling for cabin climate use has a measurable, if small, effect. Don’t even get me started on spirited bursts, which, let’s face it, are the whole reason you bought this sport hatch. They are the absolute arch-nemesis of fuel economy.
How to (Try To) Get the Rated MPG
If you’re genuinely concerned about gas mileage, you can game the system a bit. Using the fill-to-fill method (that’s an odometer check divided by gallons from your pump receipt audit) is the most accurate way to track it, as there’s often a calibration variance with the car’s own trip computer delta. Drive with a gentle throttle on rolling terrain. The car helps with underbody panels and active shutters to smooth airflow, plus low-resistance rubber on the performance tires (on some trims). But honestly, if you’re hypermiling a Stinger GT, you might have bought the wrong Korean five-door. It’s built for fun, not for pinching pennies on your annual outlay. Just budget for the mountain-grade budgeting and enjoy the drive.
| METRIC | DETAIL |
|---|---|
| EPA Rated (3.3T V6, 8-speed auto) | EPA 19 mpg city / 25 mpg highway / 21 mpg combined |
| Real-World Result (mixed loop) | Tested Observed ~21–22 mpg combined (premium unleaded) — ~65% highway cruise @ 75 mph, ~35% urban stop-and-go |
| Highway Economy | Steady 75-mph cruise returned ~26 mpg without effort; rear-drive models can slightly edge AWD in efficiency |
| City / Spirited Driving | Typical metro driving: ~19 mpg; aggressive throttle bursts or canyon runs can dip into the mid-teens |
| Fuel Tank & Practical Range | 15.9-gallon tank ≈ ~334 miles combined range, up to ~398 miles highway per fill |
| Transmission Notes | 8-speed automatic is smooth and efficient in Normal/Eco; Sport mode downshifts more aggressively and impacts economy |
| Conditions Affecting MPG | Premium fuel requirement, 3,800-lb curb weight, roof-rack aero drag, elevation climbs, temperature swings, and spirited bursts all reduce efficiency compared to EPA cycles |
Interior and Comfort
Sliding inside, you immediately notice this isn’t your average commuter pod. The pilot-centric cockpit wraps around you, and the low-slung hip-point makes you feel planted, not perched. The 12-way driver adjustability, paired with a great tilt-telescopic column range, means you can actually find a perfect position without needing a chiropractor on speed dial. The bolstered cushions and lumbar adjuster are so good they might just save your marriage on a long road trip. Seriously, the long-distance supportive nature of the seats is a game-changer, drastically reducing long-haul fatigue audit scores. It’s the kind of thoughtful comfort you rarely expect in a Kia Soul, yet here it feels perfectly executed.
They’ve nailed the little things, the premium touchpoints. Your hands rest on textured door uppers and a flat-bottom steering wheel finish that feels just right. You interact with knurled rotary selectors and satin-chrome bezels that have a satisfying click, not a cheap plastic flick. At night, the ambient lighting colors add a nice vibe without feeling like a cheap nightclub. Even the brushed metal pedals add to the sporty sedan lounge feel. It’s a thoughtfully designed grand coupe quarters that makes daily drives feel a bit special.
Now, about that tapered roofline ergonomics. Yes, it looks slick from the outside, and somehow they’ve managed the wheelbase-to-space packaging to still offer surprising second-row legroom. The headroom figure in the back is… optimistic for anyone over six feet tall, but the shoulder width is decent. It’s a proper 2+2, not a full four-seater. Getting in and out is easier than you’d think, thanks to a considered sill height ease ingress.
Where this car truly shines is its quiet ambiance. The dBA noise reading on the highway is impressively low, thanks to acoustic glazing and serious NVH road roar reduction efforts like wheelwell liner isolation. You’re insulated from suburban pothole hush and wind noise, with minimal b-pillar airflow disruption. The dual-zone climate system is a champ, with a great air filtration rating from its microfilter cabin and smart HVAC auto defog logic that handles monsoon humidity mitigation without a fuss. The multi-level heater elements in the seats will thaw you out in winter, and the perforated leather upholstery stays breathable in summer. It’s a masterclass in thermal comfort trial.
Cargo & Practicality
You’re looking at this sleek, low-slung thing and thinking, “Yeah, it’s fast, but where do I put my Costco haul?” I had the same thought. Then I popped the rear hatch opening and actually laughed. It’s the automotive equivalent of a clown car, in the best way possible. That giant aperture width and seriously low-lift access thanks to a minimal liftover height mean you’re not doing gymnastics to get a box stack of… well, boxes in there.
The trunk layout is a masterclass in weekday practicality. The load deck is a blessedly flat-plane setup, which is a fancy way of saying I’ve furniture kits hauled without needing a PhD in tetris. The fold-flat surface created by the split-folding backrest is massive. We’re talking behind seats 40.9 cu-ft massive. I did the cooler test, the duffel assessment, and the infamous trolley verification (a.k.a. the airport luggage test). It all fits. The suitcase fit is a non-issue. Stroller placement? Easy. Need to pet crate transport? Done.
It’s the little things that make it a touring-friendly packing dream. The retractable cargo cover (a nice roller shade) keeps your grocery sacks carry out of the sun and out of sight for parking-lot convenience. There’s an underfloor compartment for hiding valuables or wet camping gear tote stuff. You’ve got anchor points to keep your tailgate supplies from becoming projectiles, and even a 12V socket back there. I used it for a tire inflator; you could probably power a small tailgate party.
The sidewall pockets and netting straps are perfect for everyday stowage, think umbrellas, cleaning spray, the random junk that accumulates. The liner texture is tough; it resisted scratches from my warehouse pickups adventures. The hinge placement is smart, so it doesn’t eat into your cargo volume, and the latch geometry on the rear hatch opening just feels solid.
Let’s get nerdy for a sec. The mouth breadth spec is huge. The sill level figure is low. The cavity depth metric is impressive. What does that mean in normal English? The opening is wide (spacious hatch opening for strollers), the ledge you have to lift over is low (low liftover height for boxes), and it’s deep. The wheelhouse clearance note is minimal intrusion, so it’s a clean rectangle. This thing nails the errand capacity of a crossover without the, well, crossover part.
For a car in the sporty category and premium niche, its boot usability is an absolute win. It’s a proper weekend-hauler that completely redefines what you expect from the hatchback market. It handles family kit hauling and urban pack ease without breaking a sweat. From airport runs to baby pram carry, the Kia Stinger bootspace isn’t just good for its class; it’s good, period.
Tech & Connectivity
In a lot of cars, this is where the fun stops and the frustration begins. Not here. The centerpiece is an 8.0-inch touchscreen that’s glare-resistant and mounted right on top of the dash where you can actually see it. The whole digital interface is surprisingly quick-loading and lag-free. I’ve used systems in cars costing twice as much that have more system latency; this one just works.
The connection technology is where it shines for everyday stowage of your digital life. Pair phones in seconds? Yeah, it’s that easy. The Bluetooth streaming holds a steady link during calls, so your work teleconferences don’t sound like you’re arguing with a broken walkie-talkie. The mic pickup is clear, and the speaker clarity for the person on the other end is top-notch. For music casting, you’ve got options: dual USB ports, an aux input (a rare sight these days!), and even a Qi charging tray to toss your phone on without fuss. The port locations near seats make cable management a non-issue, and there’s a 12V outlet for bigger gadgets.
The content integration is seriously menu-rich but logically laid out. The hierarchy depth isn’t a bottomless pit; you can find what you need without a map. The shortcut buttons and tactile knobs are a godsend for glove-friendly operation while driving. You can control it all with speech control, which actually understands spoken prompts like voice hints map walkthrough without needing you to enunciate like a Shakespearean actor.
For navigation, you can use the slick embedded maps for route guidance or update directions via memory from your phone. It’s great for offline mapping in areas where cell service ghosts you. And for entertainment, the SiriusXM tuner is built-in, xm stations preset tips are easy to figure out. It’s perfect for scanning satellite radio channels on a long roadtrip playlists journey or catching up on commute podcasts. The app support lets you enable application features easily and connect phone to playback from various file sources.
Now, the audio. Oh, the audio. The available 15-speaker setup by Harman Kardon is an absolute beast. With a 720-watt rating pumped through an external amplifier and under-seat subwoofers, this isn’t just a premium audio class system; it’s a concert hall. You can tune treble balance at home to get the sound exactly how you like it. Cranking up roadtrip playlists on this thing is a legitimate event. The soundstage from those metal grilles is incredible.
It’s a system designed for real life. Need kid rear power for a tablet on a long drive? The dual-port output has you covered. Want to play episodes while commuting? Easy. It’s a performance hatch entertainment system that truly fits the long-distance gadgets lifestyle, making it one of the best liftback sound tuning experiences you can get.
Safety
Right, so you’ve got 365 horsepower. That’s fantastic. But what happens when the guy in the lifted pickup doesn’t see you and decides to merge into your door? That’s where the collision protection suite, branded as Kia Drive Wise, earns its keep. This isn’t just a box-ticking exercise; there’s real crash readiness here. The structural crush zones are built with ultra-tensile steel and adhesive bonding, and you can feel that solidity in the ring-shaped pillars and door intrusion beams. It’s a rigid subframe designed with serious load path engineering.
The active stuff is what you actually interact with daily. The automatic emergency braking is your first line of defense, with pedestrian detection that’s thankfully not overly jumpy in urban commuting. Smart cruise control (SCC) is a godsend for gridlock fatigue on the interstate, and it handles motorway cruising without the herky-jerky nonsense of some systems. I gave its avoidance maneuver evaluation a casual test on an empty back road, and the swerve composure check revealed impressive stability, thanks in part to the vehicle stability management (ESC) and TCS.
Visibility enhancement is a huge part of incident prevention. The auto high beam (HBA) is brilliant for dusk driving and those late-night highway merge scenarios, automatically lighting up dimly lit suburbs. The headlamp reach measurement is excellent, and the cornering light function helps you see around tight turns. The lane-marker recognition review was positive; the system accurately reads the lines without constant corrections.
Now, the inside job. If the worst happens, the restraint strategy is comprehensive. You’ve got SRS curtain coverage that stretches front to back, knee-bag deployment, and belt pre-tensioners with force-limiter buckles that yank you back snugly. The seatbelt reminder chime is, well, naggy, but effective. For families, the ISOFIX anchors are a breeze to use, a real peace-of-mind feature for school-zone caution runs. The good headrest geometry is a small detail that matters hugely in preventing whiplash.
All this engineering translates to top scores. The IIHS small overlap result was particularly impressive, a test that separates the safe from the sorry. The NHTSA overall stars rating solidified its crashworthiness. It’s built to meet strict euro ncap protocol standards, too. It’s not just about regulatory classification; you genuinely feel a sense of survivability wrapped around you, whether you’re doing tight parallel parking or loading groceries curbside. It’s a car that takes automotive safeguards seriously, without making a big fuss about it.
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Warranty and Maintenance Plan
This isn’t just a warranty; it’s an ownership shield. We’re talking a 5yr/60k basic bumper-to-bumper warranty that’s deductible-free, and a monster 10yr/100k drivetrain powertrain coverage plan. That’s not just good; it’s arguably the best reliability promise in the OEM sector. It’s the kind of long-term assurance that makes you stop sweating the “what-ifs.”
The details are where this aftersales program really wins. Got an out-of-town breakdown? The 24-hour roadside assistance handles towing service, a flat tire incident, a dead-cell rescue with a battery jump-start, or even a lockout dispatch for that lost key scenario. They even cover trip interruption, offering rental reimbursement and hotel refund guidelines if you’re stranded. It’s all part of the peace-of-mind tier that makes a cross-country tour feel less daunting.
Then there’s the corrosion protection, a 5yr/100k rust-through anti-perforation plan. This isn’t just a promise; it’s backed by real tech like galvanization, e-coat priming, seam sealing, and cavity wax injection to boost shell durability. Living in a rust-prone climate? This matters. A lot.
The program benefits extend to smog systems under an 8yr/80k emissions warranty. And for the first year, 12mo/12k adjustments cover those little nitpicky things. Claims handling is known for its approval speed and ticket turnaround. The hotline response via Kia Consumer Affairs is solid, and the MyKia app makes managing it all stupidly easy. The agreement clarity is a breath of fresh air; the policy booklet and manual summary actually have document readability, so you’re not deciphering legal hieroglyphics.
This continental scope of coverage is fantastic, but always check the exclusions list. Wear items and consumables are, well, on you. The warranty is fully transferable to a second-buyer, which massively helps resale value. Just know that if you’re a high-mileage driving type, that mileage-capped clock is ticking faster.
Whether you’re dealing with a storm hazard or just a routine case errand, the nationwide network of retailer support means you can usually find a dealer-performed service center. The fix timeliness and downtime tracking are generally good, contributing to real driver satisfaction. In the world of vehicle guarantees market, this is the gold standard. It’s one less thing to think about, and that’s priceless.
Final Verdict
So, what’s the final assessment? After living with it, the overall impression is that this car is a legitimate premium challenger class contender. It’s a compelling step beyond mainstream offerings, making a strong case versus segment leaders in the import-rival field.
Let’s break down the strengths weaknesses. The pros cons balance leans heavily toward the pros if you’re a performance-minded shopper. The driver engagement is through the roof, it’s a thrilling antidote to usual choices, a car you buy for thrills over blandness. It’s confidence-inspiring on a twisty road and has surprising highway composure for a long-haul-capable grand tourer. The practicality tradeoff is minimal; it’s tolerable enough for mixed duties and even family-viable, though there is a rear-seat compromise on legroom for taller passengers.
The value-proposition is its knockout punch. You get bold styling with genuine substance and a killer warranty that boosts its dependability outlook and long-term satisfaction. In fact, it delivers the kind of enthusiast appeal you’d also expect from a Toyota Corolla Apex, blending everyday usability with sporty intent. For the enthusiast audience fit, it’s nearly perfect. It’s an exciting selection for thrill seekers and great for pilot-centric customers who want a daily driver that keeps smiles high on work runs.
Now, the buyer guidance. Who should get it? If you want a sport-inclined, commute-capable machine that’s an exciting selection for thrill seekers, look no further. The editorial takeaway is a high approval score. However, skip when plush ride priority is your number one need. The ride is firm, a necessary evil for the handling. Urban livability is good thanks to decent parking maneuver ease, but its size can test your traffic tolerance in tight spaces.
The ownership forecast is bright. The dealer support experience is generally positive, backed by that fantastic warranty. The assembly precision feels solid, good panel consistency, paint uniformity, and trim alignment. The hardware sturdiness inside and out gives it a keeper-focused vibe. It’s got strong brand perception for those who appreciate a maker position that’s trying harder.
In my reviewer judgment, it earns a top recommendation tier for its use-case match. It’s not perfect, but its flaws are easy to forgive for the sheer driving experience it offers. It’s a fantastic all-rounder that proves you don’t have to sacrifice fun for practicality.
PerformanceIs the 2018 Kia Stinger GT a good alternative to German luxury sport sedans?
PracticalityHow practical is the 2018 Kia Stinger GT for daily use and family needs?
OwnershipWhat ownership benefits does the 2018 Kia Stinger GT offer buyers?
| SPEC | DETAIL |
|---|---|
| Engine | Twin-Turbo V63.3L DOHC, direct injection |
| Drivetrain | Rear-wheel drive (RWD) or optional AWD with torque vectoring |
| Power / Torque | 365 hp @ 6,000 rpm / 376 lb-ft @ 1,300–4,500 rpm |
| 0–60 mph | 4.6 sec (RWD, manufacturer & independent tested) |
| Top Speed | 167 mph (electronically limited) |
| EPA Fuel Economy | 19 city / 25 hwy / 21 combined mpg |
| Real-World MPG | ~18–19 mpg city / ~25–26 mpg highway (observed) |
| Fuel Tank | 15.9 gallons (premium unleaded required) |
| Transmission | 8-speed automatic with paddle shifters (torque converter) |
| Differential | RWD models get limited-slip rear differential |
| Suspension | Front MacPherson struts / Rear multi-link with optional adaptive damping |
| Brakes | Brembo performance brakes – 4-piston front, 2-piston rear calipers |
| Wheels / Tires | 19-inch alloys with staggered performance tires |
| Curb Weight | ~4,023 lbs (RWD) / ~4,200 lbs (AWD) |
| Cargo Capacity | 23.3 cu-ft (seats up) / 40.9 cu-ft (with rear seats folded) |
| Test Location | Sonoma County, California – mixed backroads, highways, and track evaluation (2018) |
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