Kia Stinger VS Mini Cooper
Kia Stinger
Likes
- Great looks
- Great chassis
- Excellent spec
Dislikes
- Servicing costs
- Tight rear accommodation
- A bit pricey for a Kia
Mini Cooper
Likes
- Great design inside and out
- Outstanding multimedia system
- Brilliant driving experience
Dislikes
- Expensive
- No spare tyre
- Drab rear-seat packaging
Summary
Kia Stinger
There is nothing quite like a car company occasionally building a car that could be considered a risk. And there are all kinds of risks in the car business - the market isn't ready for that car, people don't identify your brand with this or that type of vehicle, the list goes on. And it's long. It's very easy for me to sit on the sidelines and say, "Pft, what were they thinking?" Few cars land on your driveway without years of thinking having already gone into their development.
The Kia Stinger is the kind of car that would have caused lots of thinking and plenty of hand-wringing at Kia HQ in Korea. Not because it was a bad idea - it wasn't. Not because it's a bad car - it is, in fact, the opposite. And not because SUVs have already changed the way we look at cars - Kia has done well out of that.
It's just that Kia has never produced a car like the Stinger. A five-door coupe-sedan, rear-wheel drive and with a focus on driver dynamics. Most of us know very well how the Stinger GT burst on to the scene in a blaze of well-deserved glory. It's not all about the GT, though. There's a whole range of Stingers and just below that very accomplished sports sedan is the Stinger GT-Line.
| Safety rating | |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 8.8L/100km |
| Seating | 5 seats |
Mini Cooper
In 1959 the British Motor Corporation (BMC) unveiled the first Mini to stunned amazement.
The mastermind of Alec Issigonis in response to soaring oil prices, it revolutionised small-car engineering, packaging and design on one hand, yet was as cheap and cheerful as any previous entry-level Morris on the other, to become an era-defining cultural phenomenon.
That changed after BMW bought Mini to reinvent it as a far-pricier range of larger, brattish retro-style hatchbacks, followed by convertible, wagon, coupe and SUV variants later on.
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Which actually helped when an electric version of BMW’s third-generation (F56) three-door (3dr) arrived as the SE in 2020. Ironically it became one of the less-expensive electric vehicles (EVs) available, evoking some of the original’s breakthrough spirit.
Now, in 2024, things get complicated.
The F56 has evolved into the restyled and elongated F66 fourth-gen Cooper petrol range, while the old SE has given way to an also-larger but completely different pure-EV model, in Cooper 3dr and imminent Aceman 5dr crossover/hatch guises. These latest Minis aren’t as much twins as doppelgangers.
Confused? Intrigued? You should be. But despite some reservations, the electric Cooper (tested here) might be the most brilliant Mini in seven decades.
| Safety rating | — |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | — |
Verdict
Kia Stinger7.6/10
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.
Mini Cooper8.5/10
In SE guise at least, the new electric Cooper seems to have lost none of the sprightliness or dexterity of earlier iterations, yet has gained a greater bandwidth of refinement and sophistication.
Coupled with the pleasing styling and brilliant cabin, we’re very excited about BMW’s latest Mini. Even at its premium price, the Cooper is just about the most fun EV for the money.
Design
Kia Stinger
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.
Mini Cooper
This Mini is arguably the purest and cleanest since the BMC Morris original. That’s because, while the 2006 and 2014 models were post-modern takes on the 2001 reboot, the new design seems more faithful to Issigonis’ vision.
Sharing only the octagonal grille motif with its other Cooper, Aceman and Countryman siblings, there’s a simple elegance to the styling, with proportions that look spot on.
Now banished from the 3dr are the clamshell bonnet, plastic wheel arch shroudings, pull-up door handles and other visual clutter - though thankfully not the frameless doors. This minimisation of fuss and ornamentation compared to past and other present BMW-era Minis is a welcome development.
Fun fact. The windscreen is now more angled to significantly improve the aerodynamic flow crucial to EV efficiency. Traditionalists, please don faces of disapproval here.
This Mini seems smaller than it is, though in reality the Cooper is roughly 30mm longer (both in body length and wheelbase), wider and taller than the old 3dr, continuing BMW’s mockery of the moniker. The length, width, height and wheelbase measurements have now blown out to 3858mm, 1756mm, 1460mm and 2526mm, respectively. Which does pay some dividends inside.
Practicality
Kia Stinger
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.
Mini Cooper
This is a Mini. But it’s the roomiest one ever without back doors.
Drop yourself inside one and you’ll be struck by the sheer change going on. Retro familiarity dominated by brash innovation.
Yes, it still has comparatively upright pillars, a centrally-sited circular display and a row of toggle switches within an otherwise sparse fascia, but that’s where the similarities between classic-old and brand-new cease.
All eyes are drawn to the modest 240mm (9.4-inch) central OLED display, which seems overwhelmingly busy at first glance, but becomes clear in design, intuitive in layout and functional to use in no time. BMW’s experience here is industry-leading.
The Mini deploys bright colours and fun symbols to further help operators know what does what, where and why, making this playful and sophisticated in execution. If only all screen-based multimedia and vehicle settings were this logical. So much so, in fact, that even a limited number of toggle switches, alongside the welcome volume knob and gear selector, are enough. You won’t miss them.
Now, the driving position is first class as you might expect, with that sitting-upright-in-a-box-with-plenty-of-glass-all-round-you sensation that’s been part of the Mini experience for decades. And, in Favoured guise, the JCW buckets are superb.
The small, low-placed wheel feels right, forward vision is excellent, nothing is too much of a stretch away, storage is generous for a car this size (with a largish glove box included) and ventilation proved to be reassuringly effective in the Baltic-esque conditions we tested the car in.
Of course, being a Mini, the Cooper boasts personalisation and customisation galore, including for some compelling screen backgrounds (one reminiscent of the Morris era) and the inevitable ambient lighting, while the standard, synthetic trim and textures are amongst the most interesting in any car. And it’s all really well put together in terms of aesthetics and build quality.
What’s not to like?
Well, for starters, the glass roof lacks a cover and that’s daft in Australia. Even on a freezing Melbourne day, the sun’s glare can be too much. The side pillars are a blind spot hazard, making those standard lane-support driver-assist safety alerts essential, so don’t disable them. The between-seat cubby feels flimsy and has a lid facing the wrong way from the driver - that’s just plain lazy, BMW. And we’re glad the head-up display directly ahead of the driver is included because the digital speedo in the centre screen strays too far from some drivers’ comfortable sight lines.
Now, there’s no point complaining about the four-person Cooper 3dr’s rear seat packaging, as there’s a massive hint in this car’s name.
But while there’s sufficient room for two larger people, the two fixed positions are best for kids only. Their backrests are a tad too upright for adult comfort. There are basically no amenities present and the side windows do not crack open. Have carmakers forgotten how? Bare and basic sums it up back there. Oh, and entry/egress is impeded by painfully slow-moving electric front seats and narrow apertures to squeeze through.
Finally, there’s the cargo area, which mirrors the previous versions with a volume of just 210 litres (VDA), rising to about 800L with the 60/40 twin backrests folded. You don’t buy a Mini for practicality. And while there’s hidden storage, no spare wheel exists, remember. Just a fiddly tyre repair kit.
Still, the Cooper’s overall cabin execution is ultra-fresh yet still reassuringly on-brand, with enough interesting new details and technologies to justify updating from an older model. An inside job well done.
Price and features
Kia Stinger
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.
Mini Cooper
Now, nothing is shared between the latest petrol and electric Minis, bar mostly some dash and interior items – as well as that umbrella Cooper suffix.
While the new petrol range from the UK starts with the Cooper C 1.5-litre, three-cylinder turbo from $41,990 (all prices are before on-road costs) and from $49,990 for the Cooper S 2.0-litre, four-cylinder turbo, the EV from China kicks off from $53,990 for the Cooper E and $58,990 for the more powerful SE.
That’s about $5500 more than in the old SE electric.
Now, the two petrol Coopers come in three grades apiece (C: Core, Classic, Flavour; S: Classic, Flavour, JCW Sport), but the EV Cooper is only available in E Classic and SE Flavour for now.
In the Cooper E that means LED headlights, keyless entry/start, a head-up display, wireless charging, ambient lighting, digital radio, wireless Apple CarPlay and Android Auto, ‘Hey, Mini’ voice control, augmented-reality navigation, 'Mini Connected Services' (via 5G connectivity), heated sports seats up front, a sports steering wheel, panoramic glass roof, piano-black trim highlights and 18-inch alloy wheels (but with no spare wheel).
Additionally, there’s a whole suite of driver-assist tech, including autonomous emergency braking (AEB) with lane-support systems, adaptive cruise control, exit warning and a surround-view camera.
Among other items, the SE adds 25kW and 40Nm of extra power and torque respectively, Harman Kardon 10-speaker audio, John Cooper Works (JCW) front seats with electric adjustment and memory for the driver, sun-protection glazing and ritzier trim.
How these compare to rival EVs of similar sizing is academic, because of the Mini’s unique positioning, reputation and lineage.
The smaller Fiat 500e for similar money, incoming Peugeot e-208 and upcoming Renault 5 EV come closest in theme, while larger hatchbacks like MG’s substantially cheaper 4, costlier Cupra Born and promising Peugeot e-308 lack the Cooper’s cool cache and contrived whimsical brashness (you decide).
As a symbol of England but with German and Greek parentage, the Mini is British royalty in more ways than one.
Under the bonnet
Kia Stinger
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.
Mini Cooper
Brandishing a 400-volt platform, the Cooper Electric uses an entirely different architecture (under the Spotlight joint venture with China’s Great Wall Motors or GWM) compared to the petrol-powered (and previous SE) Minis from Europe.
Mounted up front, a synchronous permanent magnet electric motor offers varying outputs depending on grade. The E makes 135kW and 290Nm, for a 0-100km/h sprint time of 7.3 seconds on the way to a top speed of 160km/h, while the sportier SE’s corresponding figures are 160kW, 330Nm, 6.7s and 170km/h. The front wheels are driven via a single-speed reduction gear transmission.
Weighing in at 1615kg and 1680kg in Euro spec, the E and SE offer a power-to-weight ratio of 83.6kW/tonne and 95.2kW/tonne, respectively.
As per other post-modern Minis, suspension is via MacPherson-style struts up front and a multi-link independent rear end. BMW also speaks of powerful brakes, a low centre of gravity, a strut brace and “preloaded stabiliser mounts on the axles”, providing enhanced handling and ride-comfort qualities.
Efficiency
Kia Stinger
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.
Mini Cooper
The Cooper E features a 41kWh lithium-ion battery pack, offering a WLTP range of up to 305km, whilst the Cooper SE ups that to a larger 54kWh battery for up to 403km of range.
The WLTP combined energy consumption figure in Europe is rated between 14.3kWh/100km (E) and 14.7kWh/100km (SE). On test, the latter’s trip computer read 17.8kWh. Sadly, BMW did not provide us with an E during the soaked-out Melbourne launch event.
Three charging methods are provided: 11kW AC charging as well as either 75kW DC charging (E) and 95kW DC charging (SE). As a result, the fastest 10-80 per cent charging timings you can expect are under 5.5 hours (AC) and 30 minutes (DC).
Driving
Kia Stinger
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.
Mini Cooper
After all the excitement of the all-new electrified architecture and pared-back design, would the Mini Cooper Electric also impress from behind the wheel, particularly as it now hails from China rather than the UK?
We needn’t have worried - at least, not as far as the more-expensive Copper SE is concerned, as BMW did not have a base E for us to test.
First off, remember how comfortable the JCW seats are? Combined with the intuitiveness of the ergonomics, they set the driver up for an immersive and fun experience.
With 160kW, the single-motor/front-drive electric powertrain will not keep up with Tesla Model 3s costing similar money, but the Cooper SE is still tuned to feel fast off the line, responsive to your right foot inputs on the go, and rapid when you really need to leap ahead, especially in Sport mode. The latter is part of seven settings ranging from lazy cruisy to ultra-alertness. All maintain the Mini’s can-do charm.
But, as with all great super-minis in history, it's the chassis underneath that brings the electric Cooper to life.
Yes, it is heavy at 1.6 tonnes - though not for an EV with this sized battery. And, yes, the lack of a manual, integral to hot hatches for some drivers, is a drawback.
But the Mini is a taut, reactive and agile little runabout, with sharp steering that’s totally on-brand, tenacious grip (in teeming rain, too) and a level of tautness and control that just makes you feel part of the dynamic experience. Tight, alert and athletic. It’s what we expect from a Cooper and the charming, charismatic SE delivers.
Boasting such moves whilst still capable of offering a sufficiently supple ride on the standard 18-inch alloys is just as much of a joy for folks who need to commute in a Mini. The old brittle hardness of most earlier Cooper S’ has been exorcised in this affable little beauty.
We cannot tell you how quiet or otherwise the SE is on freeways as there was just too much water on the road (tyre roar is a typical German car bugbear), but the lively chassis, strong performance and impressive overall refinement are the hallmarks of the electric Mini made in China.
And, speaking of China, the handy driver-assist tech breaks from tradition by not interfering abruptly, highlighting the nuanced level of tuning BMW has performed on its petitie English patient.
Foibles? Over our two hours, we found those thick side pillars do impede vision to an alarming degree, so be grateful for the blind-spot alert. While the brakes worked magnificently, as you’d expect, we’d like some broader adjustability for the off-pedal regen braking. As it stands, it doesn’t quite bring the car to a full stop, single-pedal style. Paddle shifters to facilitate that might be nice, too.
Note, too, that another test car with two larger occupants garnered some criticism for riding too firmly. All our driving was performed with just the driver on board.
But what a drive it turned out to be. Even in high winds and torrential rain over slippery roads, the new Cooper Electric SE proved to be an irresistibly fun drive, yet with a newfound maturity that makes us impatient to get back behind that natty little wheel.
Safety
Kia Stinger
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.
Mini Cooper
No crash-test ratings have yet been revealed for the new Cooper.
As mentioned earlier, there is a decent suite of driver-assist tech fitted as standard, such as AEB with lane-support systems including lane departure warning, lane keep assist and blind-spot monitoring, rear cross-traffic alert/braking, rear-collision prevention, auto high beams and an exit warning. Note no AEB operating parameter data was available at the time of publishing.
Other safety features include a driver-attention monitor, adaptive cruise control (with automatic speed-limit assistance), anti-lock brakes, stability and traction controls and nine airbags (front/side/head and front centre airbags).
The Cooper also offers automatic parking assist, front parking sensors, a surround-view camera set-up, a tyre-pressure monitor and an SOS intelligent emergency call function in the event of an incapacitated driver, as part of Mini Connected Services.
There are also two child seat tether latches and twin ISOFIX anchors fitted within the rear seat.
Ownership
Kia Stinger
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.
Mini Cooper
Mini offers a five-year, unlimited kilometre warranty and five years of roadside assistance. The traction battery is also covered by an eight-year/160,000km warranty.
There are no set service intervals, as the car’s onboard computer will alert the driver based on condition and wear/tear. That said, we recommend going every 12 months or 10,000km, just to be on the safe side.
Mini promotes several prepaid service plans on its Australian website, but no details on what they are for the Cooper E/SE models were available at the time of publishing.