Skip to content
KickTyres
Kia2016–2023 Critical issues documented

Kia Stinger: common faults & what to check

Thinking about buying a used Kia Stinger (2016–2023) in New Zealand? We've documented 16 known faults for this model spanning engine, transmission, brakes, and suspension. Each researched and verified before it's published. The most serious issues here are rated critical. Every one is listed below with its symptoms and repair cost, and each has its own page with where to look and what to ask the seller. Free, no account needed.

Check this exact Kia Stinger

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

16

Documented faults

Critical

Most serious

$490–$2,000

Typical repair

6

Systems covered

Which Kia Stinger are you looking at?

2 generation variants documented. Pick the shape you recognise: the faults, the servicing and the timeline below all narrow to it. Free, no account needed.

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

Start your free check on this Kia Stinger

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Kia StingerEngine not picked yet

Pick the engine above first: the Stinger came with 2, and without it the report has to show all of their faults. Pick the engine

Free. The paid plate check is separate, and stays optional.

Can't confirm for this car

Kia Stinger

Nothing has been narrowed yet, so nothing below is a claim about a particular car. Pick a year and an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

matched on no vehicle context

What to look out for

The checks worth doing on a Kia Stinger before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Check NHTSA recall 24V-169 completion status by VIN before purchase.

    See why

    Lambda II 3.3 TT Left Turbo Oil Feed Pipe Deterioration and Engine Fire Risk

    The left-hand turbocharger oil feed pipe and hose assembly on the 3.3 TT engine degrades over time due to proximity to the exhaust manifold and sustained radiant heat. Once the pipe cracks or softens, engine oil leaks onto hot exhaust components, creating a significant underhood fire risk. Kia issued NHTSA Recall 24V-169 in March 2024 following a confirmed engine fire on a Stinger in December 2023. Approximately 36,248 US vehicles are affected. Dealers replace the pipe assembly free of charge, but unrepaired vehicles remain a serious safety hazard.

    What you would notice

    • Burning oil smell from engine bay, especially after sustained driving
    • Visible oil staining or residue on the left exhaust manifold or heat shields
    • Oil level dropping faster than expected with no visible undercar leak
    • Smoke from engine bay on deceleration or at idle after a run
    • Oil pressure warning light illumination in severe cases

    Typically $0–$1,800 to put right.

  • Costly issue

    During the test drive, maintain steady light throttle at 40-80 km/h in Comfort or Normal mode.

    See why

    8-Speed Automatic Torque Converter Shudder Under Light Throttle

    The Stinger's 8-speed automatic (Hyundai Transys A8LR1 for RWD, A8TR1 for AWD) exhibits a well-documented shudder or vibration sensation under light throttle at steady speeds between approximately 40 and 80 km/h. The condition is caused by the torque converter clutch (TCC) partially locking up and slipping at low differential speeds, creating a characteristic judder or buzz through the drivetrain. Forum reports on StingerForum.org confirm this is widely experienced, particularly in Comfort mode during gentle city driving. A transmission control module (TCM) software reprogram and/or an ATF fluid flush with Hyundai-specification fluid resolves the shudder in most cases. Some persistent cases require torque converter replacement.

    What you would notice

    • Buzzing or juddering vibration felt through the seat and drivetrain at steady 40-80 km/h under light throttle
    • Shudder disappears when accelerating firmly or fully lifting off
    • Condition more pronounced in Comfort mode and during cold weather when fluid is cold
    • Occasional harsh or clunky downshift when slowing from highway speeds
    • Vibration is rpm-independent and not replicated at the same road speed in a lower gear manually selected

    Typically $300–$4,500 to put right.

  • Costly issue

    Test drive on a road allowing deceleration from 80 km/h to 30 km/h without braking — assess for a jolt through the driveline.

    See why

    8-speed A8TR1 auto harsh downshift on deceleration

    The A8TR1 8-speed automatic transmission calibrated for the Stinger CK exhibits harsh and clunky downshifts during trail-braking or engine-braking deceleration, particularly in Normal and Sport drive modes. The issue originates from TCU software that applies clutch packs too aggressively during downshift sequences at low throttle. Drivers report a noticeable jolt between 3rd-2nd and 4th-3rd gear transitions when slowing. Kia released multiple TCU calibration updates through the dealer network to address the complaint, but vehicles not presenting for scheduled dealer visits may remain on outdated software. Transmission fluid degradation beyond service interval accelerates the symptom onset.

    What you would notice

    • Clunk or jolt felt through the driveline during deceleration as the transmission downshifts
    • Hesitation followed by an abrupt gear change when slowing without heavy braking
    • Symptom worsens when transmission fluid is overdue for replacement
    • More pronounced in cold ambient temperatures before the transmission reaches operating temperature
    • Occasional shudder in Sport mode between 3rd and 2nd gear at around 40 km/h

    Typically $300–$3,500 to put right.

  • Costly issue

    Rock the rear wheels at 9 and 3 o'clock and 12 and 6 o'clock positions to feel for bush play.

    See why

    Rear Multi-Link Subframe Bush Collapse and Toe Change

    The Stinger's rear multi-link suspension uses large-format hydraulic and rubber bushes in the subframe and lower control arms that soften and collapse from around 80,000 km, particularly on NZ roads with expansion joints and potholes. Bush collapse causes measurable toe change, tram-lining under braking, and rear instability at highway speed. The fault is compounded by drivers who ignore the first signs of vagueness. Replacement requires pressing out subframe bushes which most general workshops sub-contract; specialist alignment is mandatory after.

    What you would notice

    • Rear end wanders or tram-lines on road imperfections at speed
    • Uneven or accelerated rear tyre wear (inner or outer edge)
    • Clunking from rear suspension over speed bumps
    • Vehicle pulling under braking

    Typically $700–$1,600 to put right.

  • Costly issue

    Compare inner and outer pad thickness on both front calipers.

    See why

    Front Brake Caliper Slide Pin Corrosion and Seizure

    Front brake calipers on the Stinger are susceptible to slide pin corrosion in NZ/AU humidity and road-salt conditions, leading to uneven pad wear, brake drag, and eventual caliper seizure. Corrosion is accelerated by infrequent use or neglect of caliper servicing. A seized slide pin causes one pad to wear dramatically faster than the other and generates heat that can warp the front rotor.

    What you would notice

    • Pulling to one side under braking
    • Uneven front brake pad wear, one side significantly thinner
    • Brake drag or binding sensation when driving
    • Excessive heat from one front wheel after normal driving

    Typically $300–$800 to put right.

  • Costly issue

    Scan for fault codes P0087 (low fuel rail pressure) or P0088 (high fuel rail pressure) before purchase.

    See why

    3.3 TT High-Pressure Fuel Pump Plunger Misalignment (TSB SC281)

    On the 3.3 TT twin-turbo engine, the high-pressure fuel pump (HPFP) uses a cam-driven plunger to pressurise fuel for direct injection. A documented Kia Technical Service Bulletin (SC281) addresses a manufacturing tolerance issue where the fuel control valve plunger can become misaligned during operation, causing it to stick in the open position. The stuck plunger results in excessively high fuel rail pressure (fault code P0088) and in some cases the reverse — erratic pressure causing hesitation and stalling. At highway speeds, fuel delivery loss can cause a sudden power reduction. The fix is replacement of the HPFP assembly.

    What you would notice

    • Fault codes P0087 or P0088 stored — low or high fuel rail pressure
    • Hesitation, stumble or brief power loss under acceleration, especially from cold
    • Hard starting or extended cranking before the engine catches
    • Engine stalling or brief loss of drive power at highway speed
    • Rough idle with a slight misfire character at low load

    Typically $1,600–$4,000 to put right.

See all 16 documented issuesEverything researched for the Kia Stinger, including 1 rated critical.
Depends on which engine this Kia Stinger has — 16Each of these is documented for one particular engine. Pick the year and engine above to see which of them apply.
Engine, transmission & cooling8

01Lambda II 3.3 TT Left Turbo Oil Feed Pipe Deterioration and Engine Fire Risk

Check NHTSA recall 24V-169 completion status by VIN before purchase.petrol2018–2023EngineRead the full fault: symptoms, where to look, what to ask the seller

028-Speed Automatic Torque Converter Shudder Under Light Throttle

During the test drive, maintain steady light throttle at 40-80 km/h in Comfort or Normal mode.petrol2017–2023Transmission
CommonTransmission $300–$4,500 to fix

Can't confirm for this car

The Stinger's 8-speed automatic (Hyundai Transys A8LR1 for RWD, A8TR1 for AWD) exhibits a well-documented shudder or vibration sensation under light throttle at steady speeds between approximately 40 and 80 km/h. The condition is caused by the torque converter clutch (TCC) partially locking up and slipping at low differential speeds, creating a characteristic judder or buzz through the drivetrain. Forum reports on StingerForum.org confirm this is widely experienced, particularly in Comfort mode during gentle city driving. A transmission control module (TCM) software reprogram and/or an ATF fluid flush with Hyundai-specification fluid resolves the shudder in most cases. Some persistent cases require torque converter replacement.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Buzzing or juddering vibration felt through the seat and drivetrain at steady 40-80 km/h under light throttle
  • Shudder disappears when accelerating firmly or fully lifting off
  • Condition more pronounced in Comfort mode and during cold weather when fluid is cold
  • Occasional harsh or clunky downshift when slowing from highway speeds
  • Vibration is rpm-independent and not replicated at the same road speed in a lower gear manually selected

What to check

During the test drive, maintain steady light throttle at 40-80 km/h in Comfort or Normal mode. Feel for a buzzing, juddering or vibration through the seat, steering wheel or centre console that is not tyre-related. The shudder should ease when you either accelerate more firmly or lift off completely. Ask the seller if the TCM has been reprogrammed by a Kia dealer.

Where to look: Torque converter inside the 8-speed automatic transmission, transmission tunnel

Parts involved: Torque converter.

Ask the seller

  • “Has the transmission control module ever been reprogrammed by a Kia dealer for shudder or shift quality, and if so, did it resolve the issue?”
  • “Has the automatic transmission fluid ever been flushed and replaced with Hyundai SP-IV or equivalent specification fluid?”
  • “Has the vehicle ever had the transmission or torque converter replaced or inspected under warranty?”

033.3 TT High-Pressure Fuel Pump Plunger Misalignment (TSB SC281)

Scan for fault codes P0087 (low fuel rail pressure) or P0088 (high fuel rail pressure) before purchase.petrol2018–2021Engine
OccasionalEngine $1,600–$4,000 to fix

Can't confirm for this car

On the 3.3 TT twin-turbo engine, the high-pressure fuel pump (HPFP) uses a cam-driven plunger to pressurise fuel for direct injection. A documented Kia Technical Service Bulletin (SC281) addresses a manufacturing tolerance issue where the fuel control valve plunger can become misaligned during operation, causing it to stick in the open position. The stuck plunger results in excessively high fuel rail pressure (fault code P0088) and in some cases the reverse — erratic pressure causing hesitation and stalling. At highway speeds, fuel delivery loss can cause a sudden power reduction. The fix is replacement of the HPFP assembly.

Symptoms to notice

  • Fault codes P0087 or P0088 stored — low or high fuel rail pressure
  • Hesitation, stumble or brief power loss under acceleration, especially from cold
  • Hard starting or extended cranking before the engine catches
  • Engine stalling or brief loss of drive power at highway speed
  • Rough idle with a slight misfire character at low load

What to check

  1. Scan for fault codes P0087 (low fuel rail pressure) or P0088 (high fuel rail pressure) before purchase.
  2. During the test drive, note any hesitation, stumble or brief power loss under moderate to hard acceleration, particularly when cold.
  3. Ask whether the HPFP has ever been replaced under TSB SC281 or any Kia warranty claim.

Where to look: High-pressure fuel pump mounted on the engine, cam-driven from the valve train, fuel rail on the intake side of the engine

Parts involved: High-pressure fuel pump.

Ask the seller

  • “Has the vehicle ever stored a P0087 or P0088 fuel pressure fault code, or been in for a fuel system complaint at a Kia dealer?”
  • “Has the high-pressure fuel pump been replaced under warranty or TSB SC281?”
  • “Has the engine ever stalled or lost power briefly at highway speed, or shown difficulty starting when cold?”

043.3 twin-turbo carbon build-up, oil consumption and turbo wear

Check the oil level and colour and ask about consumption and change intervals.petrol2017–2023Engine
OccasionalEngine $600–$4,000 to fix

Can't confirm for this car

The Stinger's 3.3 twin-turbo V6 is generally strong but, as a direct-injection turbo engine, collects carbon on the intake valves and can consume oil more heavily as it ages; a minority of owners report turbo issues (whine, power loss, oil around the turbos) on hard-driven cars. None of this is a design catastrophe, but a Stinger that's been thrashed without careful oil changes and warm-up/cool-down can develop a knock or rough running. Buy on evidence of frequent oil changes and gentle treatment.

Symptoms to notice

  • Rough idle or hesitation (carbon)
  • Oil level dropping between services
  • Whine or whistle from the turbos
  • Knock or power loss under boost

What to check

  1. Check the oil level and colour and ask about consumption and change intervals.
  2. On the test drive, listen for turbo whine and feel for smooth, strong boost with no knock.
  3. Ask if the car has been tracked or tuned (a remap voids a lot).

Where to look: 3.3 twin-turbo V6 — intake valves and turbochargers

Parts involved: Turbocharger.

Ask the seller

  • “How often is the oil changed and how much does it use?”
  • “Has it ever been tracked, tuned or remapped?”
  • “Any turbo whine or warning lights?”

058-Speed A8TR1 Automatic Transmission Solenoid and Valve Body Wear

Check transmission fluid condition and colour — should be clear red, not dark brown or smelling burnt.petrol2017 onwardTransmission
OccasionalTransmission $1,400–$3,500 to fix

Can't confirm for this car

The 8-speed automatic transmission fitted to the Stinger develops solenoid and valve body wear from approximately 80,000-120,000 km, producing delayed shifts, harsh upshifts or downshifts, and hunting between gears. The shift solenoid pack is the primary wear item. Transmission fluid condition is critical — vehicles with extended ATF intervals or never-changed fluid present the highest risk. Documented by independent transmission specialists in AU and NZ working on Stingers and sharing the same transmission with other HMG products.

Symptoms to notice

  • Jerky or hesitant gear changes, particularly 1-2 and 2-3 upshifts
  • Transmission hunting or flaring between gears at cruise
  • Delayed engagement when selecting Drive or Reverse from Park
  • Transmission warning light or Sport/Drive mode drop-out

What to check

  1. Check transmission fluid condition and colour — should be clear red, not dark brown or smelling burnt.
  2. Road test across full RPM and load range observing shift quality.
  3. Scan for transmission fault codes.
  4. Ask for ATF service history.

Where to look: Transmission unit, valve body and solenoid pack internal to gearbox

Parts involved: Mechatronic / valve body.

Ask the seller

  • “Has the transmission fluid ever been changed?”
  • “Has the transmission ever shuddered, slipped, or thrown a warning light?”
  • “Has any transmission service been completed by a Kia dealer?”

068-speed A8TR1 auto harsh downshift on deceleration

Test drive on a road allowing deceleration from 80 km/h to 30 km/h without braking — assess for a jolt through the driveline.petrol2017 onwardTransmissionRead the full fault: symptoms, where to look, what to ask the seller

07GDI Intake Valve Carbon Buildup

Ask the seller the mileage history and whether an intake valve carbon clean has ever been performed.petrol2017–2023Engine
Very commonEngine $700–$2,200 to fix

Can't confirm for this car

Both the 2.0T Theta II and 3.3 TT Lambda II engines use gasoline direct injection (GDI), which means fuel is injected directly into the combustion chamber rather than upstream of the intake valves. As a result, intake valves receive no fuel washing action and accumulate carbon deposits from crankcase blowby vapours and exhaust reversion over time. On the Stinger this becomes noticeable from approximately 60,000-80,000 km. Heavy carbon deposits restrict airflow to individual cylinders, causing rough idle, misfires, reduced power and increased fuel consumption. The only effective remedy is walnut blasting (abrasive media cleaning) of the intake ports with the manifold removed. The V6 3.3 TT is more labour-intensive due to the manifold architecture. Installing an oil catch can after the clean significantly delays reaccumulation.

Symptoms to notice

  • Rough or lumpy idle that worsens when the engine is cold and partially improves when warm
  • Hesitation or stumble under light throttle at low RPM
  • Individual cylinder misfire codes P0301-P0306 without a corresponding ignition or injector fault
  • Slightly elevated fuel consumption with no other mechanical explanation
  • Loss of low-end torque and throttle responsiveness compared to when the vehicle was new

What to check

Ask the seller the mileage history and whether an intake valve carbon clean has ever been performed. On a test drive, note any rough idle, hesitation or misfire-like stumble under light throttle. Scan for misfire codes P030x on individual cylinders. On vehicles over 80,000 km without a documented valve clean, budget for the procedure.

Where to look: Intake valves and ports in the cylinder head, accessible only after removal of the intake manifold

Ask the seller

  • “Has an intake valve carbon clean (walnut blasting) ever been performed, and if so at what mileage?”
  • “Has an oil catch can been fitted, which slows down carbon reaccumulation on GDI engines?”
  • “Has the engine ever shown a rough idle or misfires that were investigated by a mechanic?”

08Lambda 3.3TT Valve Cover Gasket Oil Leak

Check for oil leaks around valve covers, sump and gaskets.petrol2016–2023Engine
CommonEngine $490–$980 to fix

Can't confirm for this car

The G6DP twin-turbo Lambda develops oil seepage from the valve cover gaskets, particularly on the rear bank which is partially obscured by the intake manifold. Oil migrates onto the exhaust manifold heat shield and turbocharger housing creating a burning smell and, in volume, a fire risk. The fault appears from around 50,000 km. Both gaskets and spark plug tube seals should be replaced simultaneously as they are made of the same ageing material.

Symptoms to notice

  • Oil leaks visible beneath engine
  • Fault codes or irregular readings when scanned

What to check

  1. Check for oil leaks around valve covers, sump and gaskets.
  2. Inspect coolant condition and level.

Parts involved: Rocker / valve cover.

Electrical1

01Infotainment freezes and instrument-cluster glitches

Run the infotainment for several minutes, pair a phone and test CarPlay/Android Auto.2017–2023Electrical
CommonElectrical $150–$1,500 to fix

Can't confirm for this car

Electrical niggles are a common Stinger theme: the touchscreen freezing, Android Auto/Apple CarPlay dropping out, and software glitches in the instrument cluster that can even give a wrong fuel-gauge reading. A few cars have had front wiring-harness problems. Most are software or connector issues rather than mechanical failures, but a wrong fuel gauge or a dead screen is a real usability problem — check everything works and ask about updates.

Symptoms to notice

  • Touchscreen freezes or reboots
  • CarPlay/Android Auto disconnects
  • Fuel gauge or cluster reads incorrectly
  • Warning lights that come and go

What to check

  1. Run the infotainment for several minutes, pair a phone and test CarPlay/Android Auto.
  2. Watch the fuel gauge and cluster for odd behaviour.
  3. Ask whether any software updates were done and whether there's been wiring-harness work.

Where to look: Centre infotainment head unit and instrument cluster

Ask the seller

  • “Does the screen or CarPlay ever freeze or drop out?”
  • “Does the fuel gauge read correctly?”
  • “Have infotainment/cluster software updates been done?”
Body, brakes, suspension & interior7

01Rear Electronic Parking Brake Caliper Actuator Motor Failure

Engage and release the EPB while listening for the actuator motors at both rear calipers — a grinding, absent, or strained motor sound is a red flag.petrol2017–2023Brakes
OccasionalBrakes $700–$2,800 to fix

Can't confirm for this car

The Stinger uses integrated electronic parking brake (EPB) actuator motors built into the rear brake calipers. These motors are known to fail due to water ingress through degraded weather-pack connector seals, causing corrosion of internal motor contacts and pin connectors. Failed actuators present as an EPB warning light on the instrument cluster, accompanied by fault codes C2416 (left) or C2417 (right) for EPB motor circuit faults. In some cases the parking brake fails to release, leaving the vehicle immobilised, or fails to engage, leaving it a rollaway risk. Forum threads on StingerForum confirm actuator motor replacement as a recurring out-of-warranty repair. The parking brake shoes inside the rear rotor hat are also prone to having their friction material debond from the backing plate during the caliper swap procedure.

Symptoms to notice

  • EPB warning light illuminated on the instrument cluster, sometimes accompanied by a message to apply the brake
  • Parking brake fails to release after overnight parking, especially in cold or wet conditions
  • Grinding or strained whine from a rear caliper when the EPB engages or disengages
  • Fault codes C2416 or C2417 stored in the chassis control module
  • Uneven brake drag from one rear corner indicating a seized or partially engaged caliper

What to check

Engage and release the EPB while listening for the actuator motors at both rear calipers — a grinding, absent, or strained motor sound is a red flag. Inspect the EPB wiring loom connectors behind each rear wheel for cracking, swelling or visible corrosion. Check if EPB warning light is present on dash. If a workshop inspection is possible: Scan for fault codes C2416 and C2417 with an OBD-II scanner that reads chassis codes.

Where to look: Rear brake calipers, EPB actuator motor integrated into each caliper body, wiring connectors on rear suspension knuckles

Parts involved: Brake disc and pads.

Ask the seller

  • “Has either rear electronic parking brake actuator motor ever been replaced, and were both caliper wiring connectors inspected for corrosion at that time?”
  • “Has an OBD-II chassis scan been performed recently, and were any C2416 or C2417 codes present or pending?”
  • “Does the parking brake engage and release cleanly without any warning light or unusual noise from either rear corner?”

02Front lower arm ball joint premature wear under hard driving

petrol2017 onwardSuspension
OccasionalSuspension $800–$2,500 to fix

Can't confirm for this car

The Stinger CK front lower control arm ball joints exhibit premature wear when the vehicle is driven enthusiastically, as the performance-biased suspension geometry places elevated lateral and longitudinal loads on the ball joint during hard cornering, braking, and combined manoeuvres. Worn joints produce clunking over road imperfections and progressively vague steering. In NZ and AU conditions combining spirited driving with variable road surfaces, ball joint wear has been reported as early as 40,000 to 60,000 km on vehicles used dynamically. Replacement in most cases requires the full lower control arm assembly as the ball joint is press-fit and not available as a standalone service part from Kia, increasing repair cost.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Clunking or knocking from the front suspension over bumps, dips, or during braking
  • Vague or wandering steering feel particularly noticeable at motorway speeds
  • Uneven or accelerated tyre wear across the front axle
  • Clunk or knock felt through the steering wheel when turning at low speed over a bump
  • Vehicle pulling to one side during threshold braking

What to check

With the front wheels lifted off the ground, grasp each tyre at 12 and 6 o'clock and attempt to rock it — any play indicates ball joint or wheel bearing wear. Have a second person observe the ball joint and lower arm while load is applied via the steering. Inspect the rubber boot on each ball joint for cracking, splitting, or grease contamination which dramatically accelerates internal wear. If a workshop inspection is possible: A workshop hoist inspection with a pry bar under the arm confirms measurable joint play per Kia specification.

Where to look: Front suspension — lower control arm ball joints, both driver and passenger sides of the front subframe

Parts involved: Ball joint.

Ask the seller

  • “Has the car been used on a racetrack or driven spiritedly on a regular basis?”
  • “Have you noticed any clunking or knocking from the front suspension over bumps?”
  • “When were the front wheels last aligned and were any suspension components flagged?”
  • “Has any front suspension or steering work been carried out during ownership?”

03Rear Brake Rotor and Caliper Slide Pin Corrosion Causing Pad Drag

petrol2017–2023BrakesRead the full fault: symptoms, where to look, what to ask the seller

04Rear Multi-Link Subframe Bush Collapse and Toe Change

Rock the rear wheels at 9 and 3 o'clock and 12 and 6 o'clock positions to feel for bush play.petrol2017 onwardSuspensionRead the full fault: symptoms, where to look, what to ask the seller

05Front Brake Caliper Slide Pin Corrosion and Seizure

Compare inner and outer pad thickness on both front calipers.petrol2017–2023Brakes
CommonBrakes $300–$800 to fix

Can't confirm for this car

Front brake calipers on the Stinger are susceptible to slide pin corrosion in NZ/AU humidity and road-salt conditions, leading to uneven pad wear, brake drag, and eventual caliper seizure. Corrosion is accelerated by infrequent use or neglect of caliper servicing. A seized slide pin causes one pad to wear dramatically faster than the other and generates heat that can warp the front rotor.

Symptoms to notice

  • Pulling to one side under braking
  • Uneven front brake pad wear, one side significantly thinner
  • Brake drag or binding sensation when driving
  • Excessive heat from one front wheel after normal driving

What to check

  1. Compare inner and outer pad thickness on both front calipers.
  2. Check slide pin boots for tears or corrosion.
  3. Verify that the caliper slides freely on both pins.
  4. Inspect rotors for uneven wear grooves or hot spots.

Where to look: Front brake calipers, slide pins, both sides

Parts involved: Brake disc and pads, Body corrosion.

Ask the seller

  • “When were the front brakes last serviced including caliper slide pin lubrication?”
  • “Has any brake pulling or uneven pad wear been noticed?”
  • “Are the front rotors original and what is their current condition?”

06Sunroof water leaks, rattles and shattering

Inspect the sunroof glass for cracks and open it to check the drains are clear.2017–2023Body & Rust
OccasionalBody & Rust $250–$2,000 to fix

Can't confirm for this car

Stinger owners report a cluster of sunroof problems: water getting in during heavy rain (often blocked drains), rattles and snapping noises when closed, and in some cases the glass cracking or shattering. Water leaks can end up in the cabin and cause damp smells or electrical gremlins, so this is more than cosmetic. On a sunroof-equipped car, check the glass, the drains and the headlining carefully.

Symptoms to notice

  • Water dripping in or damp carpets/headlining after rain
  • Rattle or snap from the sunroof over bumps
  • Musty smell in the cabin
  • Cracked sunroof glass

What to check

  1. Inspect the sunroof glass for cracks and open it to check the drains are clear.
  2. Feel the headlining and carpets for damp and sniff for mustiness.
  3. If you can, run water over the roof and check for leaks.
  4. Listen for rattles over bumps.

Where to look: Sunroof glass, seals and drain tubes in the roof

Ask the seller

  • “Has the sunroof ever leaked or been resealed?”
  • “Any rattles or cracks in the sunroof?”
  • “Is there any damp or musty smell inside?”

07Rear Differential Mount Bush Vibration

Highway drive at steady 80–110 km/h under light throttle.petrol2017–2023Suspension
CommonSuspension $300–$700 to fix

Can't confirm for this car

The rear differential on AWD and RWD Stinger models is mounted via rubber bushes that deteriorate and transmit drivetrain vibration into the cabin from around 60,000–80,000 km. Manifests as a low-frequency drone or vibration under light throttle at highway cruise speeds. Bush replacement resolves the issue.

Symptoms to notice

  • Low-frequency vibration or drone at 80–110 km/h
  • Vibration felt through seat or floor under light throttle cruise
  • Vibration reduces or disappears fully off the throttle

What to check

Highway drive at steady 80–110 km/h under light throttle. Feel for drivetrain vibration through the floor or seat. With the car raised, physically inspect the rear differential rubber mounts for deterioration or separation.

Where to look: Rear differential mounting bushes at rear subframe

Parts involved: Differential.

Ask the seller

  • “Any vibration at highway speeds particularly under light throttle?”
  • “Have the rear differential mounts been inspected or replaced?”
  • “Has a workshop investigated any drivetrain vibration?”

Kia Stinger faults in detail

Each of these has its own page: the symptoms, where to look, what to ask the seller and what the repair costs. Free, no account needed.

8-speed A8TR1 auto harsh downshift on decelerationMajor · TransmissionLambda II 3.3 TT Left Turbo Oil Feed Pipe Deterioration and Engine Fire RiskCritical · EngineRear Brake Rotor and Caliper Slide Pin Corrosion Causing Pad DragMajor · BrakesRear Multi-Link Subframe Bush Collapse and Toe ChangeMajor · Suspension

What these repairs cost on other cars

Some of the Kia Stinger’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Kia models

Kia Sorento29 documented faultsKia Sportage28 documented faultsKia Rio23 documented faultsKia Pride14 documented faultsKia Niro11 documented faultsKia Picanto11 documented faults

Kia Stinger buyer questions

Is the Kia Stinger reliable?

Like any used car, it depends on the specific example and its service history. Across the 16 documented faults for the Kia Stinger, the recurring problem areas are engine, transmission, and brakes. A Kia Stinger with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Kia Stinger?

We've catalogued 16 known faults for the Kia Stinger, covering engine, transmission, and brakes. All 16 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Kia Stinger?

Most single repairs on the Kia Stinger fall between $490–$2,000 at NZ independent-workshop rates. Some of the 16 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Kia Stinger?

Yes. A Kia Stinger inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.