The tale of two Grand Tourers
Richard Bosselman drives two GTs that do a lot the same, but are still quite different.
Historically the GT badge has meant a fast, comfortable coupe or roadster large enough to accommodate a driver and passenger with sufficient luggage room for a weekend blast. Yet these days it’s patently pointless being so pedantic about cementing that as a definition for what makes a Grand Touring car.
Basically, makers have applied that GT initial so widely – to cars as different as fourseater convertibles, mid-engined sports cars, fast hatchbacks and powerful station wagons – and for so long that most fan favourites sit outside that rule set.
No point, then, quibbling over that, as sedans – well, fastbacks, really – the Peugeot 508 GT and Kia Stinger GT obviously fail the traditional physical. It really doesn’t matter a jot.
A more important measure is how deeply they commit to the ideal of high-scoring for driver enjoyment.
For all their commonality, the likelihood of these being crossshopped is perhaps not high. Brand tribalism, the Peugeot costing $12k less and being a front-drive four-cylinder whereas Kia goes old-school V6 rear-drive . . . there’s all that.
Most significant, though, is that while the regular sixcylinder Stinger remains in stock, the Neon Orange specials, limited to 10 examples nationally, have been snapped up.
Setting that aside, the 508 GT might still merit priority today. No argument; an orange Stinger is a heck of an attention-getter. Yet colours come and go; if you want a look that is set to last the distance, think about this 508.
Vertical slashes of LED daytime running lights at the front is normally a concept car detail. A black rear lamp arrangement, which spans the width of the boot, the highlydetailed 19-inch rims and a slinky silhouette are as captivating as the test car’s Ultimate Red hue.
Additional allure? Deeply impressive technology and a lot of luxuries.
Also, the chassis is a delight and, as a five-door coupe with sedan-esque lines that is virtually as practical as the alternative station wagon, it’s a clever piece of design.
There’s also the value. Pricing against the usual foes – locally, the likes of the Holden Commodore, Ford Mondeo and Skoda’s Superb – yet equipping to a fully premium level well above that pay grade seems an extraordinary extreme. How can they make a buck? Their issue, your windfall, really.
It’s not like the Stinger lacks, of course, but aside from it having five more speakers, it has less in-cabin content and a less exquisite interior ambience.
While comparing cabins, note that neither are hugely spacious cars. The 508 is tight on headroom and rear legroom, the rear headrests compromise rear vision. The physically larger Stinger isn’t that strong here either, thanks to its low roofline, but also because the wide transmission tunnel effectively makes it a two-plus-two.
When it comes to driving positions, both go low and sporty, but the Kia is more orthodox and natural in its layout. A low-set, under-sized steering wheel is a modern Peugeot trademark that’ll split opinion and even if you are OK with it, there are other ergonomic issues to deal with, like the confusing and poorly located cruise control stalk.
By contrast, the Stinger hasn’t the same level of flair, but it is an easier car to drive.
The sense of it being a slightly smaller kind of almost large car doesn’t transfer to the 508’s driving experience, in that anyone unaware it was ‘‘just’’ a 1.6 would be none the wiser.
It’s remarkably zesty and, just as engagingly, is very smooth and refined; even in the sports setting, the engine is allowed to rev out. It hardly ever sounds overly raucous and maintains good relations with the automatic.
Beyond that, it’s a well-sorted car to drive, with a lovely flowing action.
Stinger’s approach is more direct in its driver-centricity. It isn’t an outright muscle car, yet a claimed 0-100kmh time of
4.9 seconds and meaty mid-range oomph remind it doesn’t lack for grunt, while its tight handling through bends talks to the quality of its dynamics, fat tyres and beefy brakes.
This edition obviously lays on extra loudness with its overt colour, yet it also expresses much more bullishly with a bimodal exhaust that is a cheeky cost extra. It should become standard.
A rumbling idle, a touch of bark under stiff acceleration, occasional playful crackle with downshifts and a pleasing timbre at a steady 100kmh is the one enhancement it always cried out for.
The only blight against the GT now is that the adaptive dampers are improperly tuned for us; sport is most awry, being irksomely brittle, notably over coarse chip. The update’s spring and damper revamp has become Kia Australia’s job. My thought? Hire the team that worked up the Commodore VFII SS Redline.
For all that, today’s cars are no sticker kit frauds. They’re interesting and involving, with the 508 leading the way for vivacious value verve.