The sedan fast is over
300Nm engine and it’s not short of ratios to keep things rolling.
The changes in suspension mode (Comfort, Normal, Sport) were a lot more noticeable on Kiwi roads than our 508 GT SW drive in Portugal last year, but the chassis is still very much subtle shades of a unit stuck down low on the steering column, where you can’t see it – just like the remote controls French cars had in the 1990s.
We’re not sure the people who designed the dashboard ever met the people who designed the door trims; they’re both really nice, they just don’t seem to match up.
And perhaps calling it a fastback is partly an apology for the lack of rear headroom; there’s opportunity cost back there for such sleek looks.
On the plus side, the boot is class-appropriate at 487 litres but the load-length is excellent with the rear seats folded down.
What stands out the most?
It’s really a high-spec version of a very mainstream model, but the 508 GT looks and feels pretty special.
The styling is sensational, the interior design distinctive and tactile, the level of equipment impressive.
It lines up against the likes of the Holden Commodore Calais, Mazda6 Takami or Skoda Superb, but we would even understand if buyers of entry-level Audi A4, BMW 3-series or Mercedes-Benz C-class models gave the French car a sideways glance (and potentially saved a lot of money). The 508 GT certainly has a lot of presence.
Why would I buy it?
The 508 punches way above its price range in terms of style and equipment; some of the attention to detail is outstanding.
Why wouldn’t I buy it?
It is tailored more towards comfort than sportiness, so you might opt for that SUV after all. The odd ergonomic eccentricity might also put you off.