On the Kia Stinger and the Genesis G70 with the 3.3-litre V6, each turbocharger has its own inlet tract. The factory parts are built from moulded plastic, which is cheap, light and quiet, but plastic does two things that matter once you start looking closely: it hardens over time, and it can be restrictive where it necks down to clear the engine bay.
Replacing the inlets with reinforced silicone changes the airflow path in a way you can feel at part throttle as well as at full load, and it removes a known failure point at the same time. A cracked inlet on this engine usually shows up as a boost leak and a rough idle, and it is not always visible until the part is off the car.
The job is straightforward on paper but has a few details that decide whether the finished car behaves properly.
Ribbed plastic resists heat-soak reasonably well and absorbs noise, which is why manufacturers use it. It is also moulded to a specific shape, so it clears the accessory drive and the body structure with very little margin.
The weakness is at the joints. Plastic that has been heated and cooled many times loses its elasticity, and a rigid inlet passing vibration through to a clamped joint will eventually leak. On a tuned car running more boost than standard, the joint is the first thing to give.
A silicone inlet fixes both problems at once, provided the shape is right. Our dual intake silicone turbo inlets for the Stinger and G70 are built as a matched pair, because the left and right tracts are not the same shape.
It is common for owners to replace one inlet and find that the car still feels uneven. The reason is usually simple: the two sides are different lengths and follow different routes, so a replacement that is only correct on one side leaves the two turbochargers breathing slightly differently.
A matched pair is built from the same compound, with the same wall thickness and the same internal finish on both sides. That keeps the two tracts as close to each other as the layout allows, which is what a V6 with separate turbochargers on each bank actually needs.
Ask about the pair whenever you are buying inlets for this engine, even if only one side looks damaged.
Silicone inlets sit close to the exhaust manifold on both banks, so the compound has to tolerate continuous heat and the reinforcement has to keep the bore open under vacuum. An inlet that collapses under vacuum will strangle the turbocharger before it has done any work at all.
Wall thickness across the moulded bends is the detail to check. A hose can look substantial on the straight sections and be noticeably thin through a tight bend, which is exactly where it will fail.
Material and finish options matter here too, and our shop by material pages explain the differences between the compounds we mould, including the heavier reinforced options for high-temperature positions.
Access on this platform is reasonable from above once the engine cover and the intake box are out of the way. The important step is cleaning the mating surfaces before anything new goes on, because oil vapour that has been collecting around the old inlet will prevent a new one from seating properly and will make the clamp work loose.
Fit the hose onto the turbocharger first and the airbox end second, then tighten the clamps evenly. Where the factory used a spring clamp, replace it only with something of matching width that grips the full sleeve.
Recheck every clamp after the first proper drive. Silicone grows slightly as it warms, and a clamp that felt tight when cold can be loose when hot.
Inlets are one part of the intake path. Upstream of them sits the airbox and the filter, and if that side is restrictive the benefit of a better inlet is limited. Our performance air filters and air intakes sections cover the parts of the system that feed the inlets.
Doing the whole path in one pass is usually cheaper than revisiting it, and it lets you check each joint once rather than three times.
Owners of both the Stinger and the G70 generally describe the same thing: the throttle feels more direct, and the car holds its pull better as speed rises. That is consistent with what the parts are doing, because a smoother, more stable inlet tract gives the turbochargers less work to do.
What you should not expect is a transformation on its own. Inlets are a supporting part. They make the most difference when the rest of the intake and the charge path are in good order, and our shop by vehicle pages are the quickest way to see what else is listed for the platform.
These are the details that decide whether a pair of inlets fits and works as intended.
If your car has a modified turbocharger or a custom airbox, the factory shape may no longer be the right answer, and we can build to a drawing or a sample instead. Send a photo of the installation with the covers off, and we can confirm the shape and the joint sizes before tooling starts. The process works the same way for a one-off pair as it does for a repeat order, and our customization pages describe each step.
