Peugeot is a brand in transition. It aspires to be premium, with the main selling point being design. Indeed, there’s no denying the fact that the French brand has some of the best styling in the segment. But the keyword here is ‘aspire’, meaning the marque isn’t quite a full fledge luxury brand yet. Despite that its pricing strategy puts it well and truly in the premium territory.

Take the 2024 Peugeot 3008 for example, where the 4-tier line-up kicks off at just over $50k for the range-opening 3008 Allure trim. The top-spec GT Sport variant tested here costs $63,390 and the plug-in hybrid version is a big $20k jump to $82,915. All prices exclude on-road costs.

Those prices pit the 3008 against rivals from luxury brands like Audi and Lexus. The slightly larger Audi Q3 35 TFSI is priced at $54,600, while the more powerful Q3 40 TFSI S Line comes in at $68,400. The latter is all-wheel drive while the 3008 drives the front wheels only.

The even larger Lexus NX 250 is also within reach of 3008 money, priced at $62,275, with the NX 350h 2WD hybrid model not a far stretch at $69,050. 

The BMW X1 is in the price bracket as well, with the X1 sDrive18i costing $60,400 and the X1 xDrive20i AWD priced at $70,400.

All key rivals in the mainstream space, including models like the Toyota RAV4 and Kia Sportage, are more affordable. Even the Volkswagen Tiguan R-Line which packs a potent 2.0L turbo engine and all-wheel drive is less expensive at $60,590.

But to truly understand the Peugeot 3008, one just has to take a look at it. The lion-badged medium SUV is beautifully styled with intrinsic details like the ‘claw’ LED daytime running lights and unique grille design that blends into the headlamps. They’re matched in the rear with modern taillights embedded in a back garnish.

There’re creases and lines at all the right places and a black roof that gives the SUV a sophisticated look. The proportion is spot on as well.

On the inside things are even more impressive. Premium vibe radiates from every corner of the cabin, with contemporarily styling the focus and high quality materials featured throughout. Everything from the compact steering wheel and gear shifter to the air vents and piano buttons on the centre console have been tastefully designed. Some look and feel even more delicate than those we see in luxury cars. There’re mood lighting strips in the door cards too, which set the tone at night.

Being French, there’re of course quirky elements such as the instrumentation binnacle which sits high up in the dashboard and is meant to be viewed from above the steering wheel, not through it. It’s called the Peugeot i-Cockpit which can take a bit of getting used to but we don’t find an issue with it.

No doubt, the 3008’s design inside and out is a knockout. But is that enough to justify that hefty price tag? We have to dive deeper.

From the surface it looks like the 3008 has got all the tech covered, at least in the GT Sport trim. There’s a crisp and relatively intuitive 10.0-inch centre touchscreen infotainment system featuring built-in navigation and supporting Android Auto and Apple CarPlay connectivity. However, the latter is still wired only when most of the competition have now gone wireless.

Complimenting the reversing camera is the surround view which gives a handy ‘bird’s eye’ view of the car from above, but this feature has never worked properly during our test period as there’re always greyed out sections of the car’s surroundings.

If you’re looking for a wireless phone charger, unfortunately this is nowhere to be found in the 3008. At this price point that’s a big missed opportunity, given most key rivals now have this feature as standard.

The GT Sport grades, however, do come with a pretty punchy 690 watt Focal premium sound system with 10 speakers including a subwoofer.

In terms of comfort, the 3008 fairs much better. The Nappa leather upholstered seats not only look great but also feel supple and supportive. From GT grade and up, the driver seat also features a massaging function with the option of five different massaging styles of varying intensity. Now that’s one very luxurious inclusion that you won’t even find in many luxury cars.

Rear seat space is decent for its class with good head and legroom, though the rear bench’s lack of width means three adults can get overly intimate in the back. The fitment of rear air vents will at least keep them comfortably cooled or heated.

It doesn’t disappoint when it comes to storage and convenience, either. The door pockets are usefully thick and deep, they’re also nicely padded for an added touch of luxury. A pair of decent size cupholders are fitted both in the front and back. Elsewhere, the centre console storage compartment is so massive it can swallow a 2L bottle, but the glove box is painfully tiny.

With 591 litres of cargo space (1670 litres with the seats folded, 1608 litres for 3008 PHEV), the 3008’s boot is surprisingly voluminous given the compact exterior dimensions of the SUV.

The 3008 GT Sport we drove is powered by a 1.6-litre turbocharged four-cylinder petrol engine that develops 133kW and 250Nm, the latter arriving at just 1650rpm. It drives the front wheels via an 8-speed automatic transmission. On paper the engine is less powerful than rivalling turbo petrol engines such as that in the Mazda CX-5 or Honda CR-V. However, the front-drive only Peugeot weighs considerably less than its all-wheel drive rivals and so the powertrain still feels relatively relaxed and effortless in most proceedings.

The engine is smooth and quiet for the most part and the torque converter automatic is just as fluid. Left to its own devices, the auto also works discretely in the background without once bringing attention to itself. Despite power going to the front wheels only, traction off the line is pretty good, too, a testament to its effective power management and delivery algorithm.

We also spent some time behind the wheel of the 3008 GT Sport PHEV which is fitted with the same 1.6-litre turbo petrol mill albeit tweaked to produce 147kW and 300Nm, paired with dual electric motors, one at the front and another at the rear, for a total output of 222kW and 520Nm.

Those are some strong figures, which when combined with an 8-speed auto and all-wheel drive, manage to dish out a 0-100km/h sprint time of 5.6 seconds. That’s hot hatch level of acceleration performance and from behind the wheel it does feel very eager and sprightly.

The combination of light weight (1429kg), a well tuned suspension and quick steering endows the 3008 with a very car-like handling, at least in the petrol GT Sport. Where other heftier, bulkier SUVs feel clumsy at the turn of the wheel, the Peugeot stays diligently faithful to driver inputs. Its relatively flat posture around corners further instil confidence.

The 3008 PHEV weighs a lot more at 1840kg due to its drive battery and electric motors, which blunts handling and dynamics slightly despite it being quicker in a straight line. 

Ultimately though, a family car like the 3008 needs to be comfortable around town and on that front the Peugeot delivers. The ride is mostly compliant and smooth, with only the nastiest potholes or undulation able to unsettle the car. And when that happens, it’s also less severe and intruding than we’ve experienced in some other rivals.

Road and wind noise is generally well suppressed, which only allows that wonderful cabin to be better enjoyed. The feel good factor is certainly when cruising in the 3008.

Fuel economy on the combined average is rated at 5.6L/100km for the 3008 petrol, but that’s a little optimistic. Expect the figure to hover around 7.5L/100km in the real world, like how we managed after around 400km of mixed driving. It’s still a reasonable figure for a medium size family SUV, just be mindful that it chews on the more expensive RON95 premium unleaded fuel.

The 3008 PHEV is good for 60 km of electric-only driving range, but again that’s a lot more than the 45-50km that you’ll get realistically. For the average owner, this means the 3008 PHEV will require charging more often than they’d like. And it doesn’t help when it has a miserable 3.7kWh charging capacity. Topping up the battery will take close to 4 hours. It also won’t benefit from the many high capacity public charge points, leaving the only practical way to charge the car is at home overnight.

If you do tap into engine power often (hybrid driving) you’ll be looking at a combined average fuel consumption of around 2.5L/100km, that’s against the claimed 1.6L/100km figure.

On the safety front the top-spec GT Sport variants are comprehensively equipped with features like Autonomous Emergency Braking with pedestrian and cyclist detection, Blind Spot Monitoring, Lane Keep Assist and Hill Descent Control. Other driving aids include Driver Attention Monitoring, Traffic Sign Recognition, Auto High-beam, Tyre Pressure Sensor and Adaptive Cruise Control with Stop and Go function.

Verdict

2024 Peugeot 3008 GT Sport pricing and specifications

The post 2024 Peugeot 3008 Review: GT Sport Petrol & PHEV appeared first on ForceGT.com.

The last generation Peugeot 308 was the start of an upmarket push for the French marque. It had eyes on the semi-premium small hatch segment, with an aim to draw buyers away from the Volkswagen Golf and Mazda3.

Now there’s an all-new model to bring that momentum to a new level. Not only is the new 308 gunning for the upper mainstream segment, it’s also advancing on the luxury space encroaching on the territories of the Audi A3 and BMW 1 Series.

It’s reflected by the 308’s pricing which starts at $43,990 for the 308 GT hatch, stretching to $48,990 for the 308 GT Premium hatch like the one on test here. We also drove the 308 GT Sport Plug-in Hybrid (PHEV) hatch which asks for a hefty $64,990. All prices exclude on-road costs.

It’s not just the pricing that spells premium, fortunately, the car itself does, too. The new 308 is an absolute head-turner. The front fascia is instantly recognisable as a Peugeot, having adopted the brand’s signature ‘claw’ LED daytime running lights and assertive grille design that incorporates the new Peugeot emblem.

The confident styling continues through to the sides and rear of the car, where sharp creases and bold lines characterise the styling. Our 308 GT Premium test vehicle is draped in the Olivine Green metallic colour which truly accentuates the design elements.

No doubt, the new 308 is a breath of fresh air in contemporary small car design, one that stands out amongst a sea of derivatively styled models in the segment.

Inside, it’s even more impressive. The feel is premium, the execution is fabulous and the quality is good. The futuristic cabin design pairs exquisite nappa leather and suede upholstery with faux aluminium and deep gloss black trim inserts. There’re also mood lighting strips to set the desired cabin tone. We think this is the best interior yet from Peugeot and one of the best in class.

The quirky i-Cockpit features an instrumentation cluster mounted high up the dashboard and is designed to be viewed from above the steering wheel, not through it. Peugeot says this design eliminates the need for a head-up display and allows the steering to be smaller and sportier.

The digital instrumentation is one of the coolest we have seen. In addition to the main LCD cluster, a second smaller LCD display is embedded in top part of the binnacle housing. Because the display is facing downward, its content is reflected in the foreground of the main display giving a hologram effect. The result is a naturally 3D display with more important information layered in the foreground and closer to the driver’s eye-line. It’s an ingenious design and one that works very well and looks even cooler. It also offers good customisability, including the option of a full map view.

Also part of the i-Cockpit is the high clarity 10.0-inch centre touchscreen that is ultra responsive to the touch. The on-screen menu structure isn’t the most straightforward, but it isn’t too bad thanks to the secondary touch display below the main screen where customisable shortcuts can be set.

Wireless Apple CarPlay and wireless Android Auto are both supported. We tried the former and noticed that the occasional drop off. A little more tweaking is certainly needed to get it to work smoothly. When connected though, audio quality through the Focal 690-watt 10-speaker surround sound system is excellent. A wireless phone charger is fitted so there’s messy cables to worry about.

The seats contour nicely to the body, offering comfortable and supportive seating. The front seats have massaging and heating functions, though only the driver’s seat has electric adjustment.

Storage compartments offered include double cup holders at the front centre console and also in the drop-down rear seat centre arm rest, felt-lined door bins with bottle holders and a glove box. The centre console bin with a centre-splitting double-door opening not only looks premium but is also practical as there isn’t a large pop-up lid to deal with.

While the space up the front is fine, rear seat space is a premium with tight knee and foot room. Rear passengers do get the comfort of rear air vents, however. Further back the boot space has a capacity of 384 litres, on par with class average. Fold the 40:60 split rear seats and the space expands to 1295 litres.

On the safety front, the 308 is comprehensively equipped. Autonomous emergency braking with pedestrian and cyclist detection, blind-spot monitoring, active lane-keep assist, adaptive cruise control, rear cross-traffic alert and speed sign recognition are all fitted as standard. On top of those it has six airbags. However, its ANCAP safety rating is a less-than-perfect four-star, with the test authority noting lower scores in the driver’s chest and lower legs protection.

Non hybrid versions of the 308 are powered by a 1.2-litre 3-cylinder turbocharged petrol engine that develops 96kW @ 5500rpm and 230Nm @ 1750rpm. While the output figure isn’t too shabby for a small hatchback, it’s odd that the 308 isn’t offered with the higher rated version of the same engine found in the GT Sport variant of the Peugeot 2008 small SUV. In that model, the engine makes 114kW and 240Nm, which would be quite nice to have in the 308.

Nonetheless, the 308 does the daily grind just fine with what power and torque it has. But occasionally you just wish it had the higher output engine to deliver the kind of spritely acceleration you’d expect from a sporty hatchback – especially true at this price point.

The mill also isn’t the most refined. Being a 3-cylinder isn’t an excuse as we’ve driven quite a number of smooth 3-potters including, ironically, the Peugeot 2008. This proves that the uprated engine in the 2008 is also more refined.

We aren’t a fan of the auto idle stop/start feature which shuts the engine prematurely as the car rolls to a stop. This means if the conditions permit (e.g. sufficient batter charge level and engine temperature) the engine will always turn off coming to a stop. There’s no way to regulate it with the brake pressure (e.g. light braking keeps engine running). Fortunately this can be turned off if it gets too annoying.

The engine is hooked up to an eight-speed torque converter automatic driving the front wheels. Unlike the gruff engine, the transmission is smooth and picks the right ratio most of the time.

The 308 certainly handles as sportily as it looks. The steering is light and quick, the chassis is taut and body control is sublime. The warm hatch-like dynamics are quite a standout in this class. We can only hope that Peugeot revives the GTI in this generation of 308, as that’s going to be remarkable given how sharp the regular 308 drives.

The 308 PHEV is a more powerful and refined alternative to the non-hybrid 308. For a start, it has a larger engine in the form of a 1.6-litre 4-cylinder turbocharged petrol engine that produces 132kW @ 6000rpm and 250Nm @ 1750rpm. It’s supplemented by an electric motor that is good for 81kW and 320Nm. Combined, the system outputs 165kW and 360Nm.

A multi-plate clutch eight-speed auto is used and drive is sent to the front wheels. With a claimed 0-100km/h acceleration time of 7.5 seconds, the 308 PHEV is over two seconds faster than the regular 308 in the benchmark sprint.

There’s around 50km of quiet and smooth EV range available from a full battery charge before the engine kicks in, at which point the car engages hybrid mode. In this mode the drive seamlessly transitions between the engine and electric motor, or engages both. Coasting and braking recharge the battery and the electric motor moves the car at low speeds. When more power is needed the engine takes over.

The 308 PHEV is not without its drawback. Its not that electrically efficient, meaning it depletes charge quicker than other PHEVs we have sampled. It doesn’t support quick charging either, with a maximum charge rate of just 3.7kW. Using a regular household power socket, it’ll take around 5.5 hours to replenish the battery. Taking it to a charge point, it’ll still need at least 3.5 hours to charge.

The PHEV is also a lot heavier than the non-hybrid model, which inherently blunts the handling a little. But the 308 is not a designated performance car so it’s really not much of an issue.

Both 308 petrol and PHEV variants deliver good ride comfort over varying road surfaces. The cabin is also relatively quiet compared to other more mainstream models in the segment, adding to the premium driving feel. This rings true given how nice the interior of the 308 is. The feel good factor is certainly there when driving the 308.

In terms of fuel economy, after over 500km of driving the regular 308 returned a combined average of 6.5L/100km. Not bad. This is against the rated 5.3L/100km.

We did a mix of EV and hybrid driving in the 308 PHEV over similar distance. At the end of our test period it reported an average of 4.5L/100km, against the claimed 1.4L/100km, proving that the 308 PHEV is still the more economical variant whether or not its driven in full EV mode.

Service interval for the standard 308 is 12 months or 15000km, while for the PHEV it’s 12 months or 20000km.

Verdict

2023 Peugeot 308 Pricing and Specification

The post 2023 Peugeot 308 Hatch Review – GT Premium & GT Sport PHEV appeared first on ForceGT.com.

Peugeot has given their second-generation 3008 five-seat SUV a facelift and it’s off to a flying start. The podgy predecessor has been left in the dust with the new frameless grille and aggressive lights both front and rear dialling up the styling stakes.

And if you are a fan of the two-tone colour scheme, it has been dropped. But don’t fret, the range still comes in seven different hues, including the Celebes Blue with a ‘Diamond Black’ contrasting roof on our top-spec GT Sport model tested here.

In Australia, you’ll be pleased to know the GT Sport comes standard with the Black Pack (optional in overseas market) that darkens all the badges, spoilers, and wheels for that properly menacing look. It’s an interesting choice on a family SUV, but we think it looks best with the ‘Ultimate Red’ paint finish.

Step inside and you’ll find the cabin a nice place to be without being overly eccentric as French cars can be sometimes. The interior is spacious and airy, and the 12.3-inch i-Cockpit digital instrument panel is customisable to suit your mood via a simple scroll wheel on the steering wheel. No need to go prodding around frustratingly in submenus!

The infotainment touchscreen has been enlarged to 10.0-inches with a row of convenient toggle switches underneath for quick access to regularly used functions like music, navigation (yes, it has built-in sat-nav), phone, and air conditioning. However, the toggle switches are finished in a metal-look trim which can be quite glary under the strong Australian summer sun.

Most climate control functions are managed through the touchscreen, but pressing the climate control shortcut buttons on the screen only adjust the temperature and fan speed. For full functionality, you’ll need to use the switch on the centre stack to call up the full menu. We also found the air conditioning can be a bit weak in the summer, so make sure to pack plenty of ice-cold drinks.

One thing you’ll notice is the scandalously small steering wheel, but fear not, you’ll get used to it. The materials and build quality are generally good, with soft rubbery plastic for the dashboard, front door tops, and sides of the center console.

3008 GT Sport features highlights:

• Eight-way power driver’s seat with massage function
• Heated front seats
• Nappa leather upholstery
• Black-finish exterior trim and grille
• Lime wood dashboard and door trim finish
• Panoramic glass sunroof
• 19-inch ‘Washington’ alloy wheels

For the full specification, head over to the Peugeot 3008’s official website.

Storage is excellent with front door pockets that fit a 1L bottle and rear doors that can accommodate 600ml bottles. Cupholders are decently sized, and the illuminated centre console is cavernous.

There’s plenty of legroom in the rear although the centre tunnel does eat into the centre passenger’s legroom a little. There are rear air vents, map pockets, two USB-A ports, three top-tether points, and two ISOFIX anchor points for child seats.

The 591L boot space with rear seats in place expands to a generous 1,670L with seats folded (albeit with a space saver spare), and there’s a handy lever in the cargo bay to drop the second row back rests.

All models are powered by a 1.6-litre turbocharged four-cylinder petrol engine in various states of tune but produces 133kW at 5,500rpm and 250Nm of torque at 1,650rpm in the GT Sport.

And while it’s considerably less powerful than some of its rivals including the Volkswagen Tiguan, Toyota RAV4, and Mazda CX-5; all of which produce in excess of 160kW in top-spec all-wheel-drive variants, the Peugeot 3008 weighs just 1,429kg or 270kg lighter than the Tiguan, for example.

The eight-speed torque converter automatic works well with the punchy petrol engine, and there’s plenty of pick-up off the line. It won’t win a traffic light drag race, but it’s more than enough for daily driving without feeling underpowered.

And when you’re on winding roads, the 3008 feels secure and planted. The electric steering is well-weighted, making it a breeze to manoeuvre around the city or take on the highway. The ride quality is impressive, smoothing out even the most corrugated roads thrown at it without feeling floaty. All this from a less sophisticated torsion-beam rear suspension.

The 2023 Peugeot 3008 GT Sport does have its ride and handling down pad and is one of the more enjoyable vehicles in its class to drive.

One downside to the 3008 GT Sport’s driving experience is the exaggerated fake engine note that’s activated in sports mode. It’s a little gimmicky and can be a bit annoying, especially if you’re looking for a more authentic driving experience. But if you’re in the mood for a little fun, go ahead and give it a try. Be warned though as the transmission has a tendency to hang on to lower gears in sports mode, too.

The car’s adaptive cruise control with stop and go is worth noting, however. Operated via a stalk behind the steering wheel, it works well and makes both highway and urban driving a breeze. But one thing that blights the Peugeot is the lack of auto hold for the brakes. The car can sometimes roll back when you take your foot off the brakes to get moving again. It’s not a dealbreaker, but it can be a little disconcerting especially for new or inexperience drivers.

The start button also requires a firm press before the engine kicks into action. During the course of the test, we’ve noticed you tend to have to tap it twice before anything happens.

Don’t go looking for any physical buttons for the active safety and driver assist features, either, as all are controlled via the touchscreen except for the lane-assist system which is crowned with its own button.

Other standard safety equipment includes:

• AEB with pedestrian and cyclist detection
• Blind-spot monitoring
• Lane departure warning
• Lane-keep assist
• Lane Positioning Assist (lane centring)
• Driver attention monitoring
• Traffic sign recognition
• Automatic high-beam
• Front and rear parking sensors
• Reversing camera with surround view

The Peugeot 3008 GT Sport has a claimed combined fuel economy of 5.6L/100km. But in our test, we averaged 8.6L/100km over a mix of inner-city, suburban, and highway driving. While it’s not the most fuel-efficient car in its class, it’s still a respectable figure.

The 3008 comes with a five-year, unlimited kilometre warranty along with 5-years roadside assist. It needs a visit to the dealer every 12 months or 20,000km, and is offered with Peugeot’s five year capped-price servicing at $2,639 for the first five years.

Finally, lets address the elephant in the room. The 3008 GT Sport carries a price tag of $63,431 before on-road costs. That’s a bitter pill to swallow given the newer and larger Lexus NX250 2WD undercuts the Peugeot at $61,900 before on road costs.

It makes the 3008’s value proposition relatively poor, particularly when you consider Peugeot is not a luxury brand. It’s also an eye watering $10,000 more than the 3008 GT petrol.

Verdict

The post 2023 Peugeot 3008 GT Sport Review appeared first on ForceGT.com.

What is it?

The Peugeot 508 is a midsize car offered in liftback and wagon body styles. Launched in 2019, the current generation model introduced a new design language and brought a change in market direction for the French marque. The bold styling is matched with an upmarket interior to reposition the 508 as a semi-premium offering, that is not quite BMW 3 Series but higher status than a Toyota Camry. Think of its rivals as the upper-spec models of the Mazda 6 and Volkswagen Passat and you’d get the idea.

It’s reflected in the hefty pricing. The 508 Fastback and Sportswagon petrol variants are respectively priced from $53,990 and $55,990, while the 508 Fastback Plug-in Hybrid EV (PHEV) comes in at a steep $76,990. All prices exclude on-road costs.

Premium exterior colour choice and an opening panoramic sunroof are the only options.

Does it look the part?

Completely redesigned from the ground up, the latest 508 styling is one of Peugeot’s best work. The low-slung silhouette is characterised by sleek lines and contoured surfaces, with contemporary and appropriately French detailing around the front fascia and taillights. The grille is wide and purposeful, flanked by LED projector headlights with daytime running lights that extend down to the bumper. At the rear, the fastback design is defined by that sweeping roof line that tapers down to the rear deck. The smoked taillights feature illuminated motives that light up day and night.

It’s a beautiful design that exudes class and sophistication, one that stands out from the crowd. Peugeot says the sedan segment is ripe for a shake-up. With the way the 508 looks it’s set to do just that.

What about the interior?

Peugeot has been churning out some of the most impressive interiors lately and the 508 continues that trend. The interior design is contemporary styling at its best, mixed in with a premium vide that radiates throughout the cabin. The materials used are top shelve stuff and the interior mood lighting is a nice touch.

The layered dashboard is both functional and ergonomically laid out, with controls and a 10-inch touchscreen wide display within easy reach of the driver and front passenger.

Being French, a little quirkiness is not unexpected and it’s most evident in the Peugeot i-Cockpit. It combines a compact two-spoke steering wheel with a 12.3-inch fully digital instrument cluster which sits high up in the dash. Peugeot calls the digital instrumentation the head-up digital display and it’s meant to be viewed from above the steering wheel, not through it.

We have driven many Peugeot models with i-Cockpit and we don’t mind it, but for those who are new to this unusual layout they might need sometime to get used to it.

The digital display is fully customisable, from the colour of the animated gauges to the option of having the navigation map displayed. The odd inverted tachometer aside, it’s a very cool display.

The centre touchscreen operates not just the media and navigation but also the climate control. While the screen is responsive to the touch and the menu structure isn’t too bad, we’re not a fan of the embedded climate control as you need to take your eyes off the road to operate it.

Peugeot still hasn’t gotten their 360-degree surround view camera right, as the important safety and parking feature fails to properly render the vision almost every time, with blacked out patches at the front and rear of the vehicle preventing it from displaying a full birds’ eye view of the car.

Is it practical?

The standard Nappa leather seats offer great comfort and support up front. With eight-way electric adjustment, including lumbar support, finding the ideal seating position is easy. The back seats aren’t as cocooning though, as they are firmer and flatter. Leg and knee room is fine but headroom is tight for those long in the legs, as is toe room.

The front door pockets are easy to access and can comfortably accomodate a water bottle each, but the rear pockets are tight.

The front armrest conveniently splits and opens in the middle to reveal a decent central storage. More covered storage for the odds and bobs can be found next to the gear lever.

The pair of cup holders in the centre console and another pair behind the drop down rear armrest are on the small side but they will still fit the average Australian coffee cups, just that it’s a snug fit and you can’t just casually ‘drop’ the cup in.

The boot measures 487 litres, which is relatively spacious for a medium car with more stylish than practical intent. The liftback architecture means the boot aperture is large, this combines with powered tailgate operation to make loading a breeze. Stowe away the 40:60 split rear seats and the space expands to 1,537 litres.

What’s under the bonnet?

The Peugeot 508 is now available with two powertrain options. The petrol version is powered by a turbocharged 1.6-litre four-cylinder engine developing 165kW and 300Nm. It’s mated to an eight-speed automatic transmission which sends drive to the front wheels. Peugeot claims a 0-100km/h time of 8.1 seconds for the petrol-powered 508.

The plug-in hybrid variant also uses a turbo 1.6-litre petrol, albeit tuned differently to produce 133kW and 300Nm. It’s backed by an electric motor rated at 81kW and 320Nm. The combined output of 165kW/360Nm is channel to the front wheels via an eight-speed auto that is calibrated to suit the hybrid powertrain.

The hybrid model is capable of an electric-only range of up to 55km, and its 0-100km/h time is slightly slower than the petrol’s at 8.3 seconds.

How does it drive?

We drove both the petrol and hybrid powertrains in liftback (sedan) form. The petrol variant, without the heavy drive battery pack, is inherently lighter at a kerb weight of 1420kg. It’s not just lighter than the hybrid model but also many of its non-hybrid rivals, which all tip over 1500kg. And this translates to one of the best driving performance in the segment.

The 508 petrol is eager to get up to speed from standstill, with a relatively strong and linear power delivery from around 2000rpm through to 5000rpm. Engine refinement is good, too, with a muted operation on cruise and a pleasant growl when prodded.

The Aisin-sourced automatic transmission works discretely in the background, with smooth gear changes in auto mode and good response to the paddle shifters when operated.

The tuning of the drivetrain feels just right – it’s neither too highly strung nor too lazy.

And the suspension tuning follows the same principle. It’s well balanced. There’s a layer of firmness to the ride for stability, yet bumps and ruts are soaked up with aplomb. Toss it into a corner and it doesn’t disappoint either. The steering response is sharp and body roll is well suppressed. Make no mistake, this isn’t a sports sedan, so this isn’t the car you take out for a spirited drive. It’s more of a grand tourer with competent handling.

The hybrid model is quite a lot heavier than the petrol version. With a kerb weight of 1720kg, performance is duller than the petrol version, despite having 60Nm more torque. The dynamics aren’t as sharp either as there’s quite a lot of weight to carry through corners.

That said, on face value the 508 hybrid is still a well balanced car. It’s a relaxing cruiser for the day to day commute, which, with its 55km electric range on a full charge, will be mostly emission free for most people. We find Peugeot’s EV range a little optimistic though, as the most we could ever get out of a full charge was around 48km, and that’s with a fairly light right foot, air-con switched on about 70 percent of the time and a mixture of urban and highway driving.

Just like any EV, the drive in full electric mode is smooth and quiet. In normal operation the battery charge is depleted in EV drive mode before entering hybrid mode, where the engine kicks in, working in parallel with the electric motor to extend the range. Hybrid mode can still be manually activated by the driver at anytime to preserve battery charge. This is useful when driving on the highway for example, where fuel use is low and engine power is preferred. The preserved battery charge is saved for urban driving later, where fuel use is high and EV is preferred.

The transition from EV to hybrid is almost seamless, though under engine power you’ll feel the transmission stepping through its ratios, faintly. The regenerative braking is fine given how similar in feel the brake pedal is to that of its non-hybrid counterpart.

Both 508 models are comprehensively equipped with advanced safety assist systems including adaptive cruise control, forward collision warning, auto emergency braking, blind spot monitoring, lane keep assist and auto high beam. However, rear cross traffic alert is lacking.

What’s the cost to own one?

Like most brands these days, Peugeot offers a five-year, unlimited-kilometre warranty, along with five-year roadside assist. Capped-price servicing is available. The average cost per service (over 5 years) for the 508 petrol is $678.80, while the 508 PHEV is cheaper at $527.80. Over 5 years, the total cost of servicing for the 508 petrol and 508 PHEV is respectively $3,394.00 and $2,639.00.

Both 508 variants require a service every 20,000km or 12 months, whichever comes first.

In terms of fuel use, the 508 petrol recorded a real world tested combined average of 8.1L/100km, against a rated 6.3L/100km. The hybrid uses no fuel when driven in EV mode, while in hybrid mode it’s still the more economical car with a tested average of 6.1L/100km. On paper, the hybrid is rated at just 1.8L/100km.

Verdict

2023 Peugeot 508 GT Fastback Pricing and Specification

The post 2023 Peugeot 508 GT Petrol and PHEV Fastback Review appeared first on ForceGT.com.

The new 2023 Peugeot 308 range will initially launch in Australia with three variants across two body styles, both powered by the French marque’s “PureTech” turbo petrol engine, with a fourth variant powered by a plug-in hybrid drivetrain due to arrive in the first half of 2023.

When complete, the local line-up will consist of three hatchback variants and a wagon, giving buyers the choice of 308 GT Hatch, 308 GT Premium Hatch, 308 GT Premium Wagon and the 308 GT Sport Hatch Plug-in Hybrid.

The PureTech 130 engine powering the non hybrid Peugeot 308 hatch and wagon models is a 1.2-litre, three-cylinder, turbocharged petrol engine delivering 96 kW of power and 230 Nm of torque. It is paired with an eight-speed automatic transmission which Peugeot calls Efficient Automatic Transmission (EAT8).

The range-topping Peugeot 308 GT Sport Hatch Plug-In Hybrid matches a 132 kilowatt, 1.6-litre, PureTech turbocharged four-cylinder petrol engine and 81 kW electric motor, the pair combining to deliver 165 kW and 360 Nm.

The 308 GT Sport Hatch Plug-In Hybrid uses a derivative of the EAT8, the electric-Efficient Automatic Transmission (e-EAT8) which replaces the torque convertor with a clutch pack.

Notably, the Peugeot 308 is the first model to bear the brand’s new coat of arms, which is centrally mounted on the bold, graphic grille, highlighting the grille pattern that gradually converges towards it. The badge also neatly houses the radar sensors used by the car’s electronic driving aids.

The Peugeot 308 is roomier thanks to increases to the wheelbase, overall length, height, and width, ensuring even more space for rear seat passengers and luggage.

That changed architecture of the new 308 also enhances the next-generation of the Peugeot i-Cockpit with its new compact, multi-function steering wheel, 10-inch 3D digital instrument panel display and 10-inch, high-definition colour touchscreen housing Peugeot’s new i-Connect infotainment system.

A comprehensive range of safety features and driver assistance technologies are standard across the new Peugeot 308 range and include:

• Active Safety Brake with pedestrian and cyclist detection
• Lane Keeping Assist
• Driver attention warning
• Adaptive Cruise Control with Stop Function
• Full Matrix LED headlights
• Rear Cross Traffic Alert
• 360-degree surround view parking camera

Pricing for the local line up is as follows (prices exclude on-road costs):

• Peugeot 308 GT Hatch – $43,990
• Peugeot 308 GT Premium Hatch – $48,990
• Peugeot 308 GT Premium Wagon – $50,490

2023 Peugeot 308 line-up and specification

Peugeot 308 GT Hatch

Performance:

• 3 cylinder, 1.2L turbocharged petrol engine
• 8-speed automatic transmission
• 96kW of power and 230Nm of torque

Exterior:

• Full LED matrix headlights
• Rear full LED 3D PEUGEOT ‘claw effect’ lights
• 18″ ‘Kamakura’ alloy wheels

Interior:

• PEUGEOT 3D i-Cockpit: with 10-inch colour touchscreen and 10-inch digital instrument panel
• Fraxx knit Tri-Material Alcantara with ‘Isabella’ leather effect and ‘Adamite’ green top stitch
• Multi-function, full grain leather steering wheel
• Eight-colour customisable ambient lighting
• Frameless electrochromatic rear view mirror
• Automatic air-conditioning with clean air filtration
• Electric, heated and power folding exterior mirrors
• One-touch electric windows front and rear
• Acoustic tinted windscreen

Safety, Technology and Entertainment:

• Keyless entry & push button start
• Wireless Apple CarPlay & Android AutoTM connectivity
• Wireless phone charging
• Bluetooth connectivity
• Peugeot iConnect voice activation: for radio, navigation and telephone
• AM/FM/DAB radio
• Six-speaker audio
• 2 x USB sockets front (incl 1 x USB-C), 2 x USB sockets rear (incl 1 x USB-C)
• 12-volt socket
• Parking sensors front/rear
• Rear Cross Traffic Alert
• Blind Spot Detection (long range)
• Adaptive cruise control with Stop & Go function
• Visio Park 1: 180-degree colour reversing camera
• Adaptive driver and front passenger airbags, driver and front passenger side airbags, front and rear curtain airbags
• Anti-lock Braking System (ABS)
• Electronic Braking Distribution (EBD)
• Emergency Braking Assist (EBD)
• Electronic Stability Program (ESP)
• Hill Start Assist
• Autonomous Emergency Braking (AEB): with low light pedestrian and cyclist detection
• Automatic hazard light activation: for heavy braking applications
• Automatic Post-Collision Braking System
• Automatic door locking
• Rear door child locks
• Perimeter, volumetric and tow-away alarm
• Safety front head restraints, retractable rear head restraints
• Rear Isofix child seat fittings x 2
• Lane Keeping Assist
• Adaptive Cruise Control with Stop & Go function and Intelligent Speed adaption
• Speed Limit Recognition and Recommendation
• Driver Attention Warning

Peugeot 308 GT Premium Wagon adds:

Exterior:

• 18″ ‘Portland’ matte black alloy wheels
• Panoramic opening glass sunroof
• Smart electric tailgate with foot sensor and pedestrian detection (GT Premium Wagon only)

Interior:

• Black full grain Nappa leather seat trim with ‘Tramontane’ charcoal grey top stitch
• Electric driver’s seat
• Heated driver & front passenger seats
• Driver & front passenger massage seats
• Two position boot floor  (GT Premium Wagon only)

Safety, Technology and Entertainment:

• Active Lane Positioning Assist (semi-autonomous driving)
• 360° HD colour reversing & front camera

Peugeot 308 GT Premium Hatch adds:

• Focal premium 10 speaker audio

Peugeot 308 GT Sport Plug-In Hybrid Hatch

• 1.6-litre, four-cylinder, turbocharged petrol engine with 132 kilowatts of power
• 81kW electric engine
• Combined 165 kilowatts of power and 360 Newton metres of torque
• Electric eight-speed Efficient Automatic Transmission (e-EAT8)

The post 2023 Peugeot 308 price and specification locked in appeared first on ForceGT.com.

The Peugeot Australia model range is expanding with the impending arrival of the new Peugeot 308.

With the Peugeot 308 Hatch and Wagon already confirmed for the local market, Peugeot Australia has announced that the 308 hybrid variant will also be headed Down Under. The full local line up will consist of four variants: 308 GT Hatch, 308 GT Premium Hatch, 308 GT Premium Wagon will arrive in Q4 2022, with the 308 GT Sport Hatch Plug-In Hybrid following in 2023.

The three internal combustion engine (ICE) variants will be powered by a 3 cylinder, 1.2-litre turbocharged petrol engine producing 96kW of power and 230Nm of torque, paired with an 8-speed automatic transmission.

The Peugeot 308 GT Sport Hatch Plug-In Hybrid will combine a 4 cylinder, 1.6-litre petrol turbocharged engine producing 132kW of power with an 81kW electric engine, mated to an e-EAT8 8-speed automatic gearbox to provide a combined output of 165kW of power and 360Nm of torque.

Notably, the Peugeot 308 is the first model to bear the brand’s new coat of arms, which is inscribed in the bold graphic grille. Its positioning is highlighted by the grille pattern that gradually converges towards it.

The architecture of the new 308 benefits the interior space and dynamism of its silhouette. Featuring a distinctive style and trend-setting design, the 308 has an enhanced posture and elevated identity on the road, whilst brand signatures, such as the LED lights with three claws at the rear, firmly assert the new Peugeot design language.

Also integral to the brand’s DNA is the Peugeot i-Cockpit. With each generation, it is enhanced and modernised. With the new 308, it marks a clear change in terms of ergonomics, quality, design and technology.

Further information, including specification and pricing, will be available closer to launch.

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The line between mainstream and premium is increasingly blurred in recent times by models like the Peugeot 2008. Competing in the compact crossover segment, it’s designed for those who want to drive something a little more special than the usual players like Hyundai Kona, Toyota C-HR and Volkswagen T-Roc, but not wanting to splash on premium offerings like the BMW X1, Lexus UX and Audi Q2.

Welcome to the so called semi-premium motoring. It’s obvious in the Peugeot 2008’s pricing strategy. In Australia, the simplified range for 2022 now consists of three variants – the 2008 Allure priced at $34,990, the mid-spec GT at $38,990 and the top-spec GT Sport asking $43,990. All prices exclude on-road costs.

The 2008 costs about $6,000 more than equivalent models from mainstream brands, but to get to premium it’s another $8,000 stretch. The higher-than-mainstream, not-quite-premium pricing is what makes the 2008 a niche offering in a saturated segment.

It’s not all just about exclusivity though, as the 2008 justifies its price tag with good looks and a high perceived quality. This is easily one of, if not the boldest compact crossover on the market. Its mix of angular shapes and contemporary French style works wonders against a background of blander, predictably styled rivals.

The new Peugeot front fascia makes a strong visual statement with the large grille and ‘three claws’ daytime running light motive, while in the GT and tested GT Sport range topper the blacked out roof and side mirrors befit its sports intent – though they are not that obvious on our black test car.

The overhangs are short and the wheels are pushed out wide at all four corners, lending it an athletic stance. GT and GT Sport models get full LED exterior lighting and 18-inch black alloy wheels.

Inside, the 2008 impresses with one of the coolest and chic interior presentations in the segment. The layered dashboard features bright green contrasting stitching that is also used on the leather wrapped steering wheel and door grab handles. It’s complemented by neat strip lighting of the same hue (customisable colours) on the lower dashboard and door cards.

The overall vibe is very premium, with soft touch surfaces where appropriate and quality materials and trimming throughout. But the most standout of all is the so called ‘Peugeot 3D i-Cockpit’. Essentially, it features a compact steering wheel and an instrument binnacle that is viewed from above the wheel and not through it. Not everyone likes the idea and it takes a bit of getting used to, but for us it’s never an issue.

Peugeot has been featuring the i-Cockpit in its entire range of models for quite some time now, but what makes the one in the 2008 slightly different is the ‘3D’ part. In addition to the main digital instrumentation display, a second LCD screen sits hidden in the top part of the binnacle housing. It faces downward to project information in hologram form in the foreground of the main display. The result is a naturally 3D display with more important information layered in the foreground and closer to the driver’s eye-line. It’s an ingenious design and one that works very well and looks even cooler. The position of the instrumentation binnacle high up and close to the bonnet eliminates the need for a head-up display (HUD).

The infotainment system is a 7-inch touchscreen in the Allure and 10-inch widescreen for GT and GT Sport. It operates climate control, media and navigation, the latter is featured only in the GT and GT Sport. It also supports DAB digital radio, Bluetooth, Apple CarPlay and Android Auto connectivity, all fitted as standard across the range. The display serves up high clarity graphics and the interface is intuitive and very responsive to the touch.

The 2008’s compact dimensions means it’s never a chore to park, but handy in the GT and GT Sport is a 360-degree surround view camera. It works well when it does work but quite often it fails to properly load the camera vision. For such a common feature, you’d expect it to be fault-free.

Another annoyance is the touchscreen operated climate control. It never works well on the move as you need to takes your eyes off the road to guide your finger to the onscreen buttons. Nothing beats the good old rotary knob for function like this. Thankfully though, a knob is fitted in the console to operate the radio/volume.

There is wireless phone charging at the front and in addition two USB ports are fitted at the front and two more at the rear, enough to keep the most tech savvy of families happy. Elsewhere, the 6-speaker sound system is decent, with punchy bass and enough clarity at high frequencies. However, at this price point the lack of rear air-con vents and rear seat drop-down arm rest is disappointing.

The front seats are snug, thanks to the heavy bolsters, while the rear bench can comfortably fit two adults, or three with a bit of a squeeze. In the GT Sport, the seats are upholstered in Nappa leather, with heating for the front row and electric adjustment and massage function for the driver’s seat. The latter is a simple seat back lumbar massage only and not the full blown massaging seat you see in high end luxury cars.

Cabin space is generous for a compact crossover, with plenty of space to move about at the front and good leg and foot room in the back. The boot measures 434 litres in capacity which is also decent. Drop the rear seats and the space expands to 1467 litres.

Powering the Peugeot 2008 range is the company’s 1.2-litre 3-cylinder turbocharged petrol engine in two states of tunes. In the Allure and GT, it develops 96kW @ 5500rpm and 230Nm @ 1750rpm, while in the GT Sport it makes a more potent 114kW @ 5500rpm and 240Nm @ 1750rpm.

Three-cylinder engines are not usually known for their refinement due to their imbalance nature but the one in the 2008 is one of the more refined 3-potters we have sampled. Without looking at the spec sheet, one would believe that it’s got an even number of cylinders.

The more powerful engine in our GT Sport tester gets up and going swiftly, with more than enough poke to keep up with urban traffic or execute a brisk overtake on open country roads. Packing the 2008 to the rafters will demand more revs to be fed but at no point will it feel sluggish. The 2008’s 0-100km/h sprint time is rated at 8.7 seconds, with a top speed of 213km/h.

Perhaps the weakest point in the drivetrain is the 8-speed automatic gearbox in the GT Sport (other variants get 6-speed auto). Despite being a conventional torque converter auto, it felt jerky at low speeds which got us thinking whether it was actually a dual-clutch. It could certainly do with a bit more polishing, but at least the gear selection was right most of the time.

Traction on tarmac is good for a front-wheel drive and handling is sharp for a high-riding crossover. Low speed ride comfort around town isn’t the plushest, but it’s far from firm. And at higher speeds bumps and ruts are generally rounded off nicely.

Not that owners are ever going to take the 2008 off the black top, but weirdly it offers sand, mud and snow drive modes – in a front-wheel drive! That said, we did take the 2008 for some light off-roading and traction was good for the most part.

As with most European cars, the 2008 runs on 95RON premium unleaded fuel. Peugeot’s claimed average fuel consumption of 6.1L/100km is a little optimistic, as you’ll more likely see figures closer to our recorded real world average of 8.2L/100k, which is a bit on the high side for a small SUV.

In terms of safety the top-spec GT Sport is comprehensively equipped with features like Autonomous Emergency Braking with pedestrian and cyclist detection, Blind Spot Monitoring, Lane Keep Assist and Hill Descent Control. Other driving aids include Auto Highbeam, Tyre Pressure Sensor and Adaptive Cruise Control with Stop and Go function.

Verdict

2022 Peugeot 2008 GT Sport Pricing and Specification

Competitors: 

Mazda CX-30, Mitsubishi Eclipse Cross, Volkswagen T-Roc, Nissan Qashqai, Honda HR-V, Toyota C-HR, Hyundai Kona, Kia Seltos, Renault Captur, Subaru XV

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You need seven seats but don’t want to drive a bulky people mover. You want the looks of an SUV but don’t need all-wheel drive. Does something like this exist? Yes it does, and it’s called the Peugeot 5008.

Available in petrol or diesel-powered form, the Peugeot 5008 is priced from $51,990 for the former and $59,990 for the latter. Prices exclude on-road costs.

Of course, the 5008 isn’t the only player in this space, as the Mazda CX-8, Nissan X-Trail, Mitsubishi Outlander and Volkswagen Tiguan Allspace are all also two-wheel drive, seven-seater SUVs. The Peugeot is priced at the higher end of the segment though, costing dearer than all the Japanese entries, undercut only by the German car.

On the outside

As with the recent offerings from Peugeot, the 5008 looks sharp and premium. The shape of the current second-generation model has been around since 2017, and it’s such a drastic change in the right direction from the quirky first-generation model. Already a stylish design, the exterior has been updated last year as part of a mid-life refresh, bringing even more appeal. The new 5008 boasts contemporary styling that would stand out on our increasingly SUV saturated roads.

We absolutely dig the new front fascia which features a distinctive grille that blends into the headlamps. Combined with the daytime running lights that extend deep into the bumper, the 5008’s road presence is unmistakable.

The fender creases emphasis motion, while the black wheel arch mouldings convey athleticism. The quintessentially French look is finished off with a layer of sophistication brought upon by the black roof, black side mirror caps and polished chrome window highlight.

Petrol models roll on 18-inch wheels, while diesel variants get bigger 19-inch items. Both models get full LED exterior lighting.

On the inside

The interior of the 5008 radiates a premium and contemporary vibe that rivals those found in more expensive luxury cars. The ultra modern design is characterised by a layered dashboard with a functional and ergonomic layout – something often compromised in trendy designs.

Central to the dashboard is what’s called the Peugeot i-Cockpit. The driver orientated space age-like cockpit boasts a 12.3-inch fully digital instrument cluster that sits above a compact steering wheel. Peugeot calls it the heads-up digital display and it’s meant to be viewed from above the steering wheel, not through it. It might take a bit of getting used to for the first time user, but we have started to like it after just a few hours behind the wheel.

The digital display is fully customisable, from the colour of the animated gauges to the option of having the navigation map displayed. The odd inverted tachometer aside, it’s a very cool display.

Perched in the centre of the dashboard is a second 10-inch touch screen wide display (up from 8-inch previously) from which various functions such as climate control, media and navigation are operated. The display serves up high clarity graphics and the interface is intuitive and very responsive to the touch. The built-in satellite navigation also works well, so do Bluetooth pairing, Apple CarPlay and Android Auto connectivity.

What doesn’t work that well is the 360-degree surround view camera, which fails to properly load the vision almost every time. For such an important feature, you’d expect it to be fault-free.

Another annoyance is the embedded climate control function. On the move you’ll need to takes your eyes off the road to adjust the settings on the screen. Nothing beats the good old rotary knob for function like this. Thankfully though, a knob is fitted below the touchscreen to operate the radio/volume.

The cabin feels exceptionally high quality thanks to top shelve materials used throughout. Soft touch surfaces adorn not just the upper part of the dashboard but also the lower trims, and boy do those the piano key shaped buttons in the centre console look good. Elsewhere, aluminium and gloss black trim inserts combine with interior mood lighting to lift cabin ambience.

Our test car came fitted with the optional Nappa leather upholstery with grey top stitch and they too feel exquisite. Opting for the Nappa leather option also sees the dashboard and door card cloth pieces replaced with genuine Lime Wood, adding to the luxurious feel.

In terms of seating, front occupants are the most pampered. They enjoy the luxury of heated seats and adjustable cushion nose. The driver seat has 8-way electric adjustment and a multi-point massaging function with selectable massaging modes. The latter is brilliant for freshening up during a long drive, as the inflatable massaging air pockets do press hard on your back and shoulders in their highest setting. In fact, the massaging seat is almost as good as those found in high end luxury cars.

The second row seats are just as comfortable, with them far from being just a flat bench seat like in many cars. They’re equally sized and there’s good support across all three seats, even the middle seat. Headroom and legroom is generous, and the floor is perfectly flat thanks to the absence of a driveshaft hump. Those seated in the outboard seats have access to a picnic table which drops down from the front seat back. It can be used for meals, or for placing a tablet or laptop computer.

Other comfort features available to the second row passengers include retractable sun blinds in the rear doors and rear air vents with its own fan speed control. The latter feels a bit weak on hot days as even with the fan cranked to maximum there isn’t much air discharged.

Access to the third row is a not-so-convenient two-step process. You operate a lever to fold and another level to slide the second row forward, clearing a small passage to the back seats. It’s obvious who those seats are for the moment you attempt to climb into the back (as an adult). It’s a tight squeeze to get in there. While headroom may be just fine if you’re not too lofty, the lack of legroom means your legs will be bent.

For short trips around town, the average adult may use those back seats as a last resort, but really they are meant for small children.

The 5008 has one of the most versatile seat arrangements in the segment. The front passenger seat can be folded flat, the second row seats can be independently folded and the third row seats can be stowed or removed completely without tools.

In seven-seat mode, there’s 236 litres of boot space – not a lot but still enough to fit two small suitcases. In five-seat mode, the space expands to a decent 591 litres, and with just the front seats up there’s a massive 2,042 litres of capacity. Remove the third row seats and you gain another 106 litres for a total of 2,150 litres. This makes the 5008 one of the biggest cargo haulers in class, despite its medium dimensions.

It’s not just the boot space that is impressive, as the 5008 also has decent storage littered around the cabin. The door pockets are usefully thick and deep (which also come nicely padded) and the centre console storage compartment is so massive it can swallow a couple of mineral water bottles. The glove box is painfully tiny though.

Under the skin

On test was the Peugeot 5008 GT petrol which is powered by a 1.6-litre turbocharged four-cylinder petrol engine. The mid-life update sees a bump in power and torque figures to 133kW (plus 12kW) and 250Nm (plus 10Nm), the latter arriving at just 1650rpm.

The automatic transmission has also been upgraded from 6-speed to 8-speed, better harvesting power from the uprated engine and improving fuel economy.

The drivetrain is smooth for the most part, with one of the best refinement levels in the mainstream segment.

Lightly loaded with three to four people on board, the 5008 takes on the daily grind with ease, with the engine staying relatively relaxed and effortless. Packed to the rafters though and you’ll need to pile on the revs to get going.

On the road

A combination of light weight (1521kg), a well tuned suspension and quick steering endows the 5008 with sprightly handling that is very car-like. Where some other heftier, bulkier SUVs or people mover feel clumsy at the turn of the wheel, the Peugeot stays diligently faithful to driver inputs. Its relatively flat posture around corners further instil confidence.

Ultimately though, a family car like the 5008 needs to be comfortable around town and on that front the Peugeot doesn’t disappoint either. The ride is compliant, with only the nastiest potholes or undulation able to unsettle the car. And when that happens, there’s a fair bit of crashing and jittering within the cabin.

When the roads aren’t dramatic, the cabin is a calm and quiet place for the family to enjoy their trips. Noise, vibration and harshness (NVH) levels are low and the engine is mostly muted.

Fuel economy on the combined average is rated at 5.6L/100km for the 5008 petrol, but that’s a little optimistic. Expect the figure to hover around 8.0L/100km in the real world, like how we managed 7.8L/100km after 800km of mixed driving. It’s still a reasonable figure for a medium size seven-seater SUV. Just be mindful that it chews on RON95 premium unleaded fuel.

Verdict

2022 Peugeot 5008 GT Petrol Pricing and Specification

Competitors: 

Mazda CX-9, Mitsubishi Outlander, Volkswagen Tiguan Allspace, Nissan X-Trail, Honda CR-V VTi-7

The post 2022 Peugeot 5008 GT Petrol Review appeared first on ForceGT.com.

The new-generation Peugeot 308 SW wagon has bowed in as a practical and sexy alternative to compact SUVs.

Likely to be badged 308 Touring when it arrives in Australia in 2022, the wagon sits on a 55mm longer (to 2732mm) wheelbase and has a 210mm longer rear overhang compared to the 308 hatch.

The result is a larger boot space: 608 litres versus 412 for the hatch. It expands to 1634 litres (up 311 litres) when the 40:20:40 rear seats are folded, enabling it to swallow objects longer than 1.85m.

Compared to the outgoing 308 wagon, the 2022 model is 60mm longer at 4640mm, 20mm lower at 1440mm, with the windscreen mounted further back into the body for a sportier look.

While the SW shares its front fascia with the 308 hatch, the redesigned tail features freestanding LED taillights as opposed to the connected design of the hatch along with an integrated spoiler and a raked rear windscreen. For practicality, the boot also reaches lower to the rear bumper for easy loading and unloading.

Inside, the futuristic i-Cockpit dashboard is carried over from the hatch combining a 10-inch 3D digital instrument cluster with a 10-inch infotainment screen with Apple CarPlay, Android Auto, satellite navigation and multi-connection Bluetooth. Peugeot’s signature small-diameter steering wheel also makes a return.

Other interior highlights include the new ‘OK Peugeot’ voice assistant, 10-speaker Focal premium sound system, wireless smartphone charging, two USB-C ports, eight colour ambient lighting and a compact gear shift level on automatic models.

The 308 also benefits from the latest driving assistance systems including autonomous emergency braking with pedestrian and cyclist detection, driver attention monitoring, auto high-beam, adaptive cruise control, lane-keep assist, long-range blind-spot monitoring, rear cross-traffic alert and a 360 degree camera.

The 308 SW is available with a range of petrol, diesel and plug-in hybrid powertrains, although it isn’t clear which options will be offered in Australia just yet.

On the petrol front, there is a 1.2-litre turbo three-cylinder in two states of tune – 81kW and 96kW, both paired with a six-speed manual as standard, with the latter available with an eight-speed automatic.

There is also a 96kW 1.5-litre four-cylinder turbo-diesel connected to either a six-speed manual or eight-speed automatic transmission.

Finally, two plug-in hybrid options are available in Europe, both employing a 1.6-litre turbo-petrol four-cylinder married with an 81kW electric motor and eight-speed automatic transmission.

Both draw electron from a 12.4kWh battery that can be recharged in just over seven hours on a single-phase AC socket, or one hour and 55 minutes with a 7.4kW home wallbox.

Entry-level PHEVs will produce a combined 132kW along with a 60km all-electric range based on Europe’s WLTP testing procedures, while flagship variants churns out a combined 165kW and 59km of electric range.

The post 2022 Peugeot 308 SW Wagon unveiled and confirmed for Australia appeared first on ForceGT.com.

The all-new 2022 Peugeot 308 has been officially unveiled, bringing upmarket design, more efficient powertrains and new generation driving aids.

Bearing the brand’s new coat of arms, the new 308 pushes into premium space with one of the sharpest designs in the segment, distinguishing itself with bold posture and style that is now lower and sleeker than before. The new model has grown some 110mm in length, while shedding 20mm in height. The longer body stretches the wheelbase by 55mm, providing more room for the rear passengers.

If the new Peugeot 308’s exterior is desirable, then its interior is just pure seduction. Peugeot’s interior design has been at its finest in recent years and the new 308 takes it up a notch. The upscale cabin features the company’s second generation i-cockpit, combining a 10-inch fully digital driving instrumentation cluster and a 10-inch central touch screen.

The interior design is lifted by the LED ambient lighting, which offers 8 colours to choose from. The lighting lights up behind the central screen and door panels which, depending on the level of finish, can be trimmed in foamed, fabric, Alcantara or real deep drawn aluminium.

In terms of powertrain, the new Peugeot 308 is available with a range of turbo petrol and diesel engines, as well as two hybrid drivetrains. The petrol models are powered by a turbo 3-cylinder 1.2-litre engine offering either 110hp (82kW) or 130hp (97kW). The diesel model is motivated a turbo 4-cylinder 1.5-litre engine producing 130hp (97kW). Both engines are available with either a six-speed manual or 8-speed automatic transmission.

The plug-in hybrid models pair the 1.2-litre turbo engine found in the petrol models with an 81kW electric motor. Available with two different power outputs, the hybrid variants offer up to 60km of pure electric range.

The new Peugeot 308 is set to launch in Australia in Q1 of 2022, with local specification and pricing to be revealed closer to the release date.

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