The Kia Stinger took the industry by surprise with its combination of good looks, high-quality interior, and lively driving experience, and in doing so it challenged people’s perceptions of the Kia brand. But before the Stinger, it was another four-door that helped reshape Kia’s image. Thanks largely to a sleek, distinctive design penned by then-new Kia design director Peter Schreyer, the third-generation Optima sedan made a big impression when it first arrived on the scene for the 2011 model year. The car was so unexpected and game changing that the follow-up in 2016 just couldn’t live up to the hype of its predecessor despite an improved chassis and revised engine lineup. But the Optima was just updated for 2019, so can it recapture some of what made the last model so special?
For its midcycle refresh, the 2019 Kia Optima receives redesigned front and rear bumpers, revised headlights with Stinger-inspired LED daytime running lights, and revamped taillights with new LED accents. Choose an SX model, like our tester, and you get 18-inch multispoke alloy wheels with black accents. You also have the option of a two-tone red and black leather interior with sport seats embroidered with the SX logo.
The subtle changes help bring the Optima up to date but do little to address the current model’s derivative, rehashed styling. Despite being a new generation, the 2016 Optima looked more like a refresh of the outgoing car than a ground-up redesign. Three years later, it still feels like Kia phoned it in with this model. But even if I remain disappointed with the Optima’s exterior design, buyers clearly haven’t been too turned off by it. The Optima is one of Kia’s best sellers, with more than 80,000 units sold so far this year.
Our 2019 Kia Optima SX came equipped with Hyundai’s turbocharged 2.0-liter I-4 that makes 245 hp and 260 lb-ft of torque, which drives the front wheels via a six-speed automatic transmission. Although that engine has suffered from issues like turbo lag and sluggish throttle response in other Hyundai-Kia products, in the Optima it feels much better sorted. The turbo-four feels peppy taking off from a stop light, with boost kicking in pretty early to deliver usable low-end torque. The engine sounds nice, too, giving off a muted but burly exhaust rumble.
Although the related Hyundai Sonata got a new eight-speed automatic with its refresh, the Kia Optima soldiers on with the old six-speed. It may have fewer gears than most of the competition, but this old gearbox still feels smooth and smart whether you’re stuck in stop-and-go traffic or hustling down a mountain road—especially in sport mode, which holds gears longer. Should you choose to do your own shifting, the paddle shifters are responsive enough.
Road test editor Chris Walton had mostly good things to say about the drivetrain in his acceleration testing notes. “A little lazy off the line, quick-smooth shifts, but often short shifts at about 6,000 rpm (redline is 6,600),” he wrote. “No evidence of turbo lag with these shift points, so the ratios are well chosen.”
Hitting 60 mph in 6.7 seconds, the refreshed Optima is 0.6 second quicker than the 2016 Optima SXL 2.0T we last tested, and a half-second quicker in the quarter mile at 15.1 seconds at 93.9 mph. Curiously, it’s also quicker than its corporate cousin, a 2018 Hyundai Sonata 2.0T Limited, which needed 7.1 seconds to hit 60 mph despite having the more modern eight-speed.
But compared to other turbo-four midsizers, the Optima’s acceleration numbers are less impressive. A 2018 Mazda6 equipped with the new turbo 2.5-liter hit 60 mph in 6.4 seconds and is a tenth quicker in the quarter mile at 15.0 seconds. Meanwhile, the overachieving 2018 Honda Accord 2.0T with its detuned Civic Type R engine and 10-speed automatic does 0–60 in 5.7 seconds and finishes the quarter in 14.3 seconds at 99.3 mph. While those specs and numbers are impressive, a nine-speed Chevrolet Malibu 2.0T matched the Accord’s straight-line performance almost exactly in our tests.
On our figure-eight course, the 2019 Optima recorded a time of 27.4 seconds at an average of 0.63 g. Bizarrely, that’s nearly identical to the last three Optima 2.0T sedans we tested, including a last-gen 2011 model. Just looking at the numbers, you might think the Optima hasn’t improved much in the handling department. But testing director Kim Reynolds’ notes suggest otherwise.
“Very nice,” he begins. “This is a well-composed chassis with a lot of tire feedback that tells you what’s going on. It didn’t want to be in second gear, so basically it did everything in third, but that seemed fine. It’s the perfect gear ratio for the figure-eight. Predictable brakes, good brake feel. A lot of fun.”
The Optima’s chassis was stiffened with more high-strength steel for its 2016 redesign, and it also received structural adhesive said to increase rigidity. A Kia rep confirmed there were no changes made to the Optima’s suspension and chassis for its 2019 refresh, so maybe the car has always been fun to drive at the limit.
But on the street, that fun was less apparent to me. The engine always felt eager to play, but ample body roll and unnatural steering feel kept me from pushing the Optima too hard in turns. Overall, I prefer the handling manners of the Accord and Mazda6, which both beat the Optima around the figure-eight with results of 26.9 seconds and 26.7 seconds, respectively. One thing about the chassis that everyone can agree on is its excellent ride quality. The ride is smooth on the highway and mostly quiet save for some occasional tire noise over rough road.
The Optima’s cabin is a mixed bag. Some aspects like the leather seats and door panel inserts feel upscale, but cheaper-feeling hard plastics are also abundant. Much like the Optima’s exterior, I think Kia missed an opportunity when it designed the interior. It’s not unattractive, but it also doesn’t stand out in any way. One highlight is the revised UVO infotainment system, which is now offered in three tiers. Associate online editor Stefan Ogbac describes the top navigation-equipped system in our tester best:
“The multimedia system is just so well done. It’s easy, uncluttered, and totally intuitive. Shortcut buttons make it even easier to use, and the integration of Apple CarPlay and Android Auto is still one of the best in the industry. You can use the native system and smartphone integration together, unlike other interfaces that force you to choose one or the other.”
Kia has always been about giving customers bang for their buck, and the Optima is no exception. For 2019, Kia added advanced safety features including forward collision warning with automatic braking, lane keep assist, lane departure warning, and Driver Attention Warning as standard equipment across the entire Optima lineup. Apple CarPlay and Android Auto compatibility also comes standard, even on the lowest-tier UVO system.
Our tester rang up at $33,315, which is a couple grand less than a comparably equipped Toyota Camry or Honda Accord. There’s also the 10-year/100,000-mile powertrain warranty and five-year/60,000-mile basic warranty to consider, both of which top the peace-of-mind programs offered by competitors.
The Optima may no longer be the design star of the Kia lineup, but it’s still strong on value and offers midsize sedan shoppers loads of content in a quasi-sporty package.
| 2019 Kia Optima SX T-GDI | |
| BASE PRICE | $32,820 |
| PRICE AS TESTED | $33,315 |
| VEHICLE LAYOUT | Front-engine, FWD, 5-pass, 4-door sedan |
| ENGINE | 2.0L/245-hp/260-lb-ft turbo DOHC 16-valve I-4 |
| TRANSMISSION | 6-speed automatic |
| CURB WEIGHT (F/R DIST) | 3,562 lb (60/40%) |
| WHEELBASE | 110.4 in |
| LENGTH x WIDTH x HEIGHT | 191.1 x 73.2 x 57.7 in |
| 0-60 MPH | 6.7 sec |
| QUARTER MILE | 15.1 sec @ 93.9 mph |
| BRAKING, 60-0 MPH | 117 ft |
| LATERAL ACCELERATION | 0.81 g (avg) |
| MT FIGURE EIGHT | 27.4 sec @ 0.63 g (avg) |
| EPA CITY/HWY/COMB FUEL ECON | 21/30/24 mpg |
| ENERGY CONS, CITY/HWY | 160/112 kW-hrs/100 miles |
| CO2 EMISSIONS, COMB | 0.80 lb/mile |
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