Car review
Car review
Plug-in hybrid option for Mazda MX-30 includes the return of the rotary engine - but not necessarily how you'd think
The limited 124 mile range of the Mazda MX-30 electric crossover has been addressed by Mazda in the eccentric kind of way that only it knows how. The new Mazda MX-30 R-EV is a range-extended plug-in hybrid (PHEV) with a rotary engine under the bonnet, which acts as an electricity generator only, it never drives the wheels directly. The BEV remains on sale alongside it.With a 17.8kWh battery, half the size of the pure electric version’s, the MX-30 R-EV has an electric-only range of 53 miles. Various drive modes can either deplete the battery to zero as an EV, run as a hybrid to a preset 45%, or maintain (or charge to) any battery increment from 20%-100%.Mazda is the only manufacturer to make a long-term success, though it has generally been a niche one, of the rotary engine, in which a triangular-shaped rotor spins around a central output shaft, within a fixed oval-shaped block, creating three combustion chambers as it spins. Each chamber completes one combustion cycle – intake, squeeze, bang, exhaust – per turn. So with one rotor, as here, which has a combined 830cc capacity between the three chambers, you in essence have a small-capacity three ‘cylinder’ (though they’re not cylindrical) engine. Because the movement is always rotational, there’s no reciprocating motion, so it’s very smooth.Previous Mazdas have had multiple rotors (the RX-8 had two, the 787B Le Mans winning racing car had four), each adding three chambers (like cylinders but not cylinders) to the mix. Hence the four-rotor (twelve-chamber) 787B screamed like a V12 and then some at 8500rpm.Kota Matsue, the general manager of Mazda’s powertrain division, has had to explain to otherwise knowledgeable Mazda insiders – I gather to some disappointment – that this famous noise wouldn’t be accompanying a single-rotor generator that tends to run from 2300rpm to 4500rpm. But, he says, the advantages are that it’s lighter and more compact and smoother than an equivalent four-stroke engine, and that the output shaft is in the middle of the block, which is where you’d want it to drive the generator it’s bolted to. Plus it’s nicely weird.Anyway this rather complex unit all sits transversely beneath the bonnet, as does the drive motor, which powers the front wheels. The 50-litre fuel tank sits beneath the floor, along with the reduced battery, which can take DC charge at a maximum of around 36kW, but is only little so charges quite quickly.The rotary engine makes 74bhp but that doesn’t matter because it never drives the wheels directly. The electric drive motor makes 168bhp, but the battery output can’t quite keep up with that, so in hybrid mode under hard acceleration the engine and generator pitch in to make up the difference (or even in EV mode, if you wilfully pass the throttle’s kick-down stop). As a result, the 0-62mph time is 9.1sec, rather than 9.7sec for the 143bhp pure BEV MX-30. If all this sounds complicated, and I suppose it is, as a driver you don’t need to know it. You just set the drive mode and away you go, as an EV if you like on the daily commute, with the backup range for visiting gran at weekends. Shift paddles change the retardation level, and mostly it hums along electrically and smoothly with, under acceleration, the occasional distant mid-range whirr of a rotary engine being run at full load, sounding a bit like somebody running a masonry drill three-doors down.Like the EV MX-30 it’s quite good fun to drive, with suspension that’s both comfortable enough around town yet controlled enough to give it a bit of pep on the open road. The plug-in hybrid is 131kg heavier than the EV. And I like the interior. There’s a rotary controller for the top touchscreen and some quirky, quite cool material choices, like cork and a padded leather. The car has some character – like rear doors you can only open when the front ones are – to which the drivetrain only adds.On a drive like ours, of several short loops from various charge levels, and while trying all the different modes, it’s hard to keep tabs on the exact efficiencies, but like most PHEVs it’s variously less efficient than either a pure EV or a pure combusted car: 53 electric miles is under 3mpkWh; maintaining a constant battery level I saw around 34mpg. Don’t buy this car if you want outright efficiency, but do consider it if it’s the convenience that matters more. Given the pure BEV has a small battery it’s (relatively) affordable, with prices from £31,250. The R-EV has the same trim levels and same prices too (slightly more expensive top trim aside), but with 21g/km of CO2 at the exhaust and an 8% rather than 2% benefit-in-kind tax rate of the BEV.Mazda knows the electric MX-30 is a niche choice, given it’s a 4.4m long crossover with suicide rear doors, small rear seats, and a little battery. But it’s finding that those who it does suit, it does so well. The plug-in hybrid version will broaden the range appeal – a little – while remaining endearingly odd.
Mazda MX-30 R-EV with Giga Gears
Plug-in hybrid option for Mazda MX-30 includes the return of the rotary engine - but not necessarily how you'd think
The limited 124 mile range of the Mazda MX-30 electric crossover has been addressed by Mazda in the eccentric kind of way that only it knows how. The new Mazda MX-30 R-EV is a range-extended plug-in hybrid (PHEV) with a rotary engine under the bonnet, which acts as an electricity generator only, it never drives the wheels directly. The BEV remains on sale alongside it.With a 17.8kWh battery, half the size of the pure electric version’s, the MX-30 R-EV has an electric-only range of 53 miles. Various drive modes can either deplete the battery to zero as an EV, run as a hybrid to a preset 45%, or maintain (or charge to) any battery increment from 20%-100%.Mazda is the only manufacturer to make a long-term success, though it has generally been a niche one, of the rotary engine, in which a triangular-shaped rotor spins around a central output shaft, within a fixed oval-shaped block, creating three combustion chambers as it spins. Each chamber completes one combustion cycle – intake, squeeze, bang, exhaust – per turn. So with one rotor, as here, which has a combined 830cc capacity between the three chambers, you in essence have a small-capacity three ‘cylinder’ (though they’re not cylindrical) engine. Because the movement is always rotational, there’s no reciprocating motion, so it’s very smooth.Previous Mazdas have had multiple rotors (the RX-8 had two, the 787B Le Mans winning racing car had four), each adding three chambers (like cylinders but not cylinders) to the mix. Hence the four-rotor (twelve-chamber) 787B screamed like a V12 and then some at 8500rpm.Kota Matsue, the general manager of Mazda’s powertrain division, has had to explain to otherwise knowledgeable Mazda insiders – I gather to some disappointment – that this famous noise wouldn’t be accompanying a single-rotor generator that tends to run from 2300rpm to 4500rpm. But, he says, the advantages are that it’s lighter and more compact and smoother than an equivalent four-stroke engine, and that the output shaft is in the middle of the block, which is where you’d want it to drive the generator it’s bolted to. Plus it’s nicely weird.Anyway this rather complex unit all sits transversely beneath the bonnet, as does the drive motor, which powers the front wheels. The 50-litre fuel tank sits beneath the floor, along with the reduced battery, which can take DC charge at a maximum of around 36kW, but is only little so charges quite quickly.The rotary engine makes 74bhp but that doesn’t matter because it never drives the wheels directly. The electric drive motor makes 168bhp, but the battery output can’t quite keep up with that, so in hybrid mode under hard acceleration the engine and generator pitch in to make up the difference (or even in EV mode, if you wilfully pass the throttle’s kick-down stop). As a result, the 0-62mph time is 9.1sec, rather than 9.7sec for the 143bhp pure BEV MX-30. If all this sounds complicated, and I suppose it is, as a driver you don’t need to know it. You just set the drive mode and away you go, as an EV if you like on the daily commute, with the backup range for visiting gran at weekends. Shift paddles change the retardation level, and mostly it hums along electrically and smoothly with, under acceleration, the occasional distant mid-range whirr of a rotary engine being run at full load, sounding a bit like somebody running a masonry drill three-doors down.Like the EV MX-30 it’s quite good fun to drive, with suspension that’s both comfortable enough around town yet controlled enough to give it a bit of pep on the open road. The plug-in hybrid is 131kg heavier than the EV. And I like the interior. There’s a rotary controller for the top touchscreen and some quirky, quite cool material choices, like cork and a padded leather. The car has some character – like rear doors you can only open when the front ones are – to which the drivetrain only adds.On a drive like ours, of several short loops from various charge levels, and while trying all the different modes, it’s hard to keep tabs on the exact efficiencies, but like most PHEVs it’s variously less efficient than either a pure EV or a pure combusted car: 53 electric miles is under 3mpkWh; maintaining a constant battery level I saw around 34mpg. Don’t buy this car if you want outright efficiency, but do consider it if it’s the convenience that matters more. Given the pure BEV has a small battery it’s (relatively) affordable, with prices from £31,250. The R-EV has the same trim levels and same prices too (slightly more expensive top trim aside), but with 21g/km of CO2 at the exhaust and an 8% rather than 2% benefit-in-kind tax rate of the BEV.Mazda knows the electric MX-30 is a niche choice, given it’s a 4.4m long crossover with suicide rear doors, small rear seats, and a little battery. But it’s finding that those who it does suit, it does so well. The plug-in hybrid version will broaden the range appeal – a little – while remaining endearingly odd.
Car review
Golf-based coupe was a fitting revival for the classic nameplate, and an even better used buy
Can it really be five years since the last Scirocco Mk3 was registered?Fortunately, it’s still a fresh-looking thing with, especially in performance R-spec form, real road presence. It’s based on the Volkswagen Golf Mk5 of 2004. Nothing to be ashamed of there: the GTI in particular was a fine car.Prices for the Scirocco begin at around £2000. This buys an early car from 2008 or 2009, but slap a private plate on it and it could be mistaken for a post-2015 facelifted model.For this update, external changes ran only to reprofiled bumpers with snazzy aero blades, a new grille, bi-xenon headlights and LED rear lights, while inside, the dashboard was updated and gained three, top-mounted gauges, including one displaying turbo boost.In truth, these post-2015 cars do look sharper, but in a strong colour and sitting on gleaming alloys, any Mk3 looks the business.The Scirocco was launched in 2008 and was soon offered with a choice of engines, the 158bhp 1.4-litre petrol and more powerful 197bhp 2.0-litre being the most popular. The 120bhp 1.4 was less sought after. There were diesels too: first, a 138bhp 2.0-litre followed by one producing 168bhp, a real flyer with impressive overtaking ability.In fact, the Scirocco went on to be very popular with diesel drivers, so today, numbers of used diesel and petrol Sciroccos are almost equally split.Of course, diesels registered before 2015 are Euro 5, so attract a ULEZ charge. Throughout the Scirocco’s life, most engines were offered with a choice of six-speed manual or DSG automatic gearboxes, some with flappy paddles.In 2009, the range was topped off with the arrival of the Scirocco R. Its 2.0-litre petrol engine produced 261bhp, a lot of punch for a front-wheel-drive car, which is why, to aid traction during fast cornering, it was fitted with the XDS electronic differential from the Golf GTI.The suspension, which was lowered and came with Dynamic Chassis Control (an option on some other versions), offered a choice of three settings. The top speed was 155mph and 0-62mph took 6.0sec. Today, these early Rs still fetch strong money, a 2010-reg with 40,000 miles costing around £15,000.Coincidentally, in 2010 the Scirocco gained the Golf Mk6’s smarter dials and steering wheel and then in 2012 a touchscreen sat-nav, but the biggest changes were reserved for the 2015 facelift. This event raised the R’s power to 276bhp.The increase allowed Volkswagen to sneak the new, lesser-powered 217bhp 2.0-litre GTS into the mix. It was fitted with a panoramic sunroof and a bodykit. A new 123bhp 1.4 served those more interested in looks than performance. Meanwhile, the two diesels gained a boost in power to 148bhp and, incredibly, 181bhp.All Sciroccos were well equipped but GT trim (privacy glass, 18in alloy wheels and a multifunction steering wheel) was the most popular. R-Line (19in alloys, nappa leather sports seats and a bodykit) went down well, too.Black Editions of GT and R-Line – which offered darkened lights, black detailing and black alloys – arrived in 2015.So there are a lot of engines and trims available, but which Scirocco should you buy? If you can stretch to it, a facelifted 178bhp 2.0 GT auto is the sweetest of the lot.Volkswagen Scirocco common problemsEngine: With the 1.4 petrols, listen for misfires caused by faulty coil packs. On the 2.0-litre petrol, make sure the timing chain runs quietly (tensioners have been known to wear out).The R has a timing belt, which should be changed every five years. All the engines are turbocharged so check oil changes have been performed on the dot. If the turbo feels a little laggy, it’s probably because the dump valve diaphragm is split. The diesel engines are very reliable.Gearbox: Some owners of manual cars have reported problems selecting second gear and others a strange noise from the clutch. Early DSG autos have a poor reputation (failing clutches due to problems with the mechatronic controller) but from 2012 appear to have improved. Fresh filters and fluid are necessary every four years or 40,000 miles.Steering and suspension: Inspect the dampers for leaks and, where fitted, ensure the DCC functions in all three modes. Check the low-profile tyres for uneven wear and the alloys for kerb damage. The steering can be noisy so give it a few turns lock to lock.Brakes: No real problems but check disc and pad wear and ensure timely fluid changes have been performed.Body: Don’t worry: those small impressions at either ends of the sills are where the jack locates and not damaged. Poor rearward visibility can lead to parking prangs, so check the rear corners. Be sure the windows drop as you open the doors. Older cars may suffer misted lights, torn window rubbers and rusty tailgate struts.Interior: Ensure the small rear parcel shelf is present – and the USB socket works (a new unit costs £600). By John Evans
VW Scirocco 2008-2017 Review | Giga Gears
Golf-based coupe was a fitting revival for the classic nameplate, and an even better used buy
Can it really be five years since the last Scirocco Mk3 was registered?Fortunately, it’s still a fresh-looking thing with, especially in performance R-spec form, real road presence. It’s based on the Volkswagen Golf Mk5 of 2004. Nothing to be ashamed of there: the GTI in particular was a fine car.Prices for the Scirocco begin at around £2000. This buys an early car from 2008 or 2009, but slap a private plate on it and it could be mistaken for a post-2015 facelifted model.For this update, external changes ran only to reprofiled bumpers with snazzy aero blades, a new grille, bi-xenon headlights and LED rear lights, while inside, the dashboard was updated and gained three, top-mounted gauges, including one displaying turbo boost.In truth, these post-2015 cars do look sharper, but in a strong colour and sitting on gleaming alloys, any Mk3 looks the business.The Scirocco was launched in 2008 and was soon offered with a choice of engines, the 158bhp 1.4-litre petrol and more powerful 197bhp 2.0-litre being the most popular. The 120bhp 1.4 was less sought after. There were diesels too: first, a 138bhp 2.0-litre followed by one producing 168bhp, a real flyer with impressive overtaking ability.In fact, the Scirocco went on to be very popular with diesel drivers, so today, numbers of used diesel and petrol Sciroccos are almost equally split.Of course, diesels registered before 2015 are Euro 5, so attract a ULEZ charge. Throughout the Scirocco’s life, most engines were offered with a choice of six-speed manual or DSG automatic gearboxes, some with flappy paddles.In 2009, the range was topped off with the arrival of the Scirocco R. Its 2.0-litre petrol engine produced 261bhp, a lot of punch for a front-wheel-drive car, which is why, to aid traction during fast cornering, it was fitted with the XDS electronic differential from the Golf GTI.The suspension, which was lowered and came with Dynamic Chassis Control (an option on some other versions), offered a choice of three settings. The top speed was 155mph and 0-62mph took 6.0sec. Today, these early Rs still fetch strong money, a 2010-reg with 40,000 miles costing around £15,000.Coincidentally, in 2010 the Scirocco gained the Golf Mk6’s smarter dials and steering wheel and then in 2012 a touchscreen sat-nav, but the biggest changes were reserved for the 2015 facelift. This event raised the R’s power to 276bhp.The increase allowed Volkswagen to sneak the new, lesser-powered 217bhp 2.0-litre GTS into the mix. It was fitted with a panoramic sunroof and a bodykit. A new 123bhp 1.4 served those more interested in looks than performance. Meanwhile, the two diesels gained a boost in power to 148bhp and, incredibly, 181bhp.All Sciroccos were well equipped but GT trim (privacy glass, 18in alloy wheels and a multifunction steering wheel) was the most popular. R-Line (19in alloys, nappa leather sports seats and a bodykit) went down well, too.Black Editions of GT and R-Line – which offered darkened lights, black detailing and black alloys – arrived in 2015.So there are a lot of engines and trims available, but which Scirocco should you buy? If you can stretch to it, a facelifted 178bhp 2.0 GT auto is the sweetest of the lot.Volkswagen Scirocco common problemsEngine: With the 1.4 petrols, listen for misfires caused by faulty coil packs. On the 2.0-litre petrol, make sure the timing chain runs quietly (tensioners have been known to wear out).The R has a timing belt, which should be changed every five years. All the engines are turbocharged so check oil changes have been performed on the dot. If the turbo feels a little laggy, it’s probably because the dump valve diaphragm is split. The diesel engines are very reliable.Gearbox: Some owners of manual cars have reported problems selecting second gear and others a strange noise from the clutch. Early DSG autos have a poor reputation (failing clutches due to problems with the mechatronic controller) but from 2012 appear to have improved. Fresh filters and fluid are necessary every four years or 40,000 miles.Steering and suspension: Inspect the dampers for leaks and, where fitted, ensure the DCC functions in all three modes. Check the low-profile tyres for uneven wear and the alloys for kerb damage. The steering can be noisy so give it a few turns lock to lock.Brakes: No real problems but check disc and pad wear and ensure timely fluid changes have been performed.Body: Don’t worry: those small impressions at either ends of the sills are where the jack locates and not damaged. Poor rearward visibility can lead to parking prangs, so check the rear corners. Be sure the windows drop as you open the doors. Older cars may suffer misted lights, torn window rubbers and rusty tailgate struts.Interior: Ensure the small rear parcel shelf is present – and the USB socket works (a new unit costs £600). By John Evans
Car review
Chinese EV firm’s first European-developed model is a Tesla Model 3 rival that comes as an estate
Nio has been coy on its plans to launch in the UK, but it now seems inevitable that it will happen in 2025.The Chinese electric car maker is already present in five European countries, the most recent addition being Germany, and Europe is the focus of its latest car, the Nio ET5.Previously, all Nio models have been created in China and then tuned to European tastes. The ET5 is the first Nio electric car to have been created in Europe for Europe.Like any good executive car, the ET5 is available with a saloon or estate bodystyle, the latter of which Nio claims is a first in the premium segment. In truth, there’s unlikely to be much cross-shopping here between the ET5 and Vauxhall Astra Sports Tourer Electric or MG 5 SW EV.Both the saloon and Touring versions are 4790mm long and have a generous 2888mm wheelbase. That makes the ET5 almost identical in length to the BMW i4 and around 10cm longer than the Tesla Model 3, so it’s pitched at the core of the premium compact executive market. A 4.8m-long car is hardly a tiddler, but for now and the foreseeable future, the ET5 will be Nio’s entry-level offering in Europe. Nio believes premium car makers shouldn’t drop below a certain size and price, and the ET5 is at the lowest end of that.It’s a junior sibling to the ET7 flagship saloon, a BMW i7 and Mercedes-Benz EQS rival that’s also on sale in Europe. The other Nios available in Europe are the EL6 and EL7 SUVs and, in Norway, the larger Nio ES8 SUV.
Nio ET5: Giga Gears
Chinese EV firm’s first European-developed model is a Tesla Model 3 rival that comes as an estate
Nio has been coy on its plans to launch in the UK, but it now seems inevitable that it will happen in 2025.The Chinese electric car maker is already present in five European countries, the most recent addition being Germany, and Europe is the focus of its latest car, the Nio ET5.Previously, all Nio models have been created in China and then tuned to European tastes. The ET5 is the first Nio electric car to have been created in Europe for Europe.Like any good executive car, the ET5 is available with a saloon or estate bodystyle, the latter of which Nio claims is a first in the premium segment. In truth, there’s unlikely to be much cross-shopping here between the ET5 and Vauxhall Astra Sports Tourer Electric or MG 5 SW EV.Both the saloon and Touring versions are 4790mm long and have a generous 2888mm wheelbase. That makes the ET5 almost identical in length to the BMW i4 and around 10cm longer than the Tesla Model 3, so it’s pitched at the core of the premium compact executive market. A 4.8m-long car is hardly a tiddler, but for now and the foreseeable future, the ET5 will be Nio’s entry-level offering in Europe. Nio believes premium car makers shouldn’t drop below a certain size and price, and the ET5 is at the lowest end of that.It’s a junior sibling to the ET7 flagship saloon, a BMW i7 and Mercedes-Benz EQS rival that’s also on sale in Europe. The other Nios available in Europe are the EL6 and EL7 SUVs and, in Norway, the larger Nio ES8 SUV.
Car review
Is this spiritual successor to the original Defender a vanity project or the real deal?
When Land Rover retired the original Defender, petrochemicals billionaire and Defender buff Sir Jim Ratcliffe offered to buy the design rights and production-line tooling so that the model might live. JLR refused and the result is this, the Ineos Grenadier.Only in 2017 did Ratcliffe reveal his intention to produce (from a standing start) an uncompromising, old-school off-roader in the mould of the Defender, and since then the project has rarely been out of the limelight.Plans to build this serious 4x4 in South Wales were shelved when the modern, well-sited Hambach plant in eastern France, where for decades Daimler built Smarts, became available. All the while, JLR and Ineos Automotive were engaged in a legal dispute over the trademark rights for the very shape of the old Defender. JLR eventually lost, and the way for ‘Grenadier’ production was paved. We have driven the Grenadier before, twice in prototype form (including up the truly inhospitable Schöckl mountain trail) and once in full production form. We already know that, once untethered from the public highway, this car will at least match, and possibly outperform, the original Defender.For some, that will mean a job largely done. But now the Grenadier undergoes a full road test to discover what it’s like in a broader sense. How does it conduct itself day to day? How efficient is its BMW-sourced powerplant? Does this car feel something of a pastiche, or is it the real deal for classic Defender lovers? Time to find out.Range at a glanceModelsPowerFromUtility (2-seat) TD245bhp£64,500Utility (4-seat) T282bhp£65,000Quartermaster TD245bhp£66,215Quartermaster T282bhp£66,215Station Wagon TD245bhp£76,535Station Wagon282bhp£76,535 Transmission8-spd auto The Grenadier comes in a trio of flavours: commercial Utility, a crew- cab pick-up Quartermaster and the five-seat Station Wagon tested here. All are offered with a choice of six- cylinder petrol and diesel motors.In terms of trim levels, Ineos is not currently offering the basic, blank- canvas Station Wagon. Instead, you can have either a Trailmaster (identifiable by its raised air intake and steel wheels) or the Fieldmaster (fancier wheels, safari windows).Ineos currently sells roughly two petrol Grenadiers for every diesel, though a pure-electric version is in the works, says CEO Lynn Calder.
Ineos Grenadier: Giga Gears
Is this spiritual successor to the original Defender a vanity project or the real deal?
When Land Rover retired the original Defender, petrochemicals billionaire and Defender buff Sir Jim Ratcliffe offered to buy the design rights and production-line tooling so that the model might live. JLR refused and the result is this, the Ineos Grenadier.Only in 2017 did Ratcliffe reveal his intention to produce (from a standing start) an uncompromising, old-school off-roader in the mould of the Defender, and since then the project has rarely been out of the limelight.Plans to build this serious 4x4 in South Wales were shelved when the modern, well-sited Hambach plant in eastern France, where for decades Daimler built Smarts, became available. All the while, JLR and Ineos Automotive were engaged in a legal dispute over the trademark rights for the very shape of the old Defender. JLR eventually lost, and the way for ‘Grenadier’ production was paved. We have driven the Grenadier before, twice in prototype form (including up the truly inhospitable Schöckl mountain trail) and once in full production form. We already know that, once untethered from the public highway, this car will at least match, and possibly outperform, the original Defender.For some, that will mean a job largely done. But now the Grenadier undergoes a full road test to discover what it’s like in a broader sense. How does it conduct itself day to day? How efficient is its BMW-sourced powerplant? Does this car feel something of a pastiche, or is it the real deal for classic Defender lovers? Time to find out.Range at a glanceModelsPowerFromUtility (2-seat) TD245bhp£64,500Utility (4-seat) T282bhp£65,000Quartermaster TD245bhp£66,215Quartermaster T282bhp£66,215Station Wagon TD245bhp£76,535Station Wagon282bhp£76,535 Transmission8-spd auto The Grenadier comes in a trio of flavours: commercial Utility, a crew- cab pick-up Quartermaster and the five-seat Station Wagon tested here. All are offered with a choice of six- cylinder petrol and diesel motors.In terms of trim levels, Ineos is not currently offering the basic, blank- canvas Station Wagon. Instead, you can have either a Trailmaster (identifiable by its raised air intake and steel wheels) or the Fieldmaster (fancier wheels, safari windows).Ineos currently sells roughly two petrol Grenadiers for every diesel, though a pure-electric version is in the works, says CEO Lynn Calder.
Car review
Peugeot's handsome mid-sized saloon and wagon get a new face and improved interior
Peugeot’s freshly chiselled, extra-stylish, premium-feeling assault on the bottom end of the European executive car market - manifested as it is by the current Peugeot 508 - has now been romping on since 2018.In its best years, it made the 508 one of Europe’s top ten best-selling junior executive saloons, competing - at least a little bit - with the mighty BMW 3-Series, Mercedes C-Class, Audi A4 and more. Crucially, it’s still romping. While rivals like the Ford Mondeo, Vauxhall Insignia, Toyota Avensis, Renault Laguna and more have long since given up the good fight that mainstream brands have been variously holding up, for decades, against the advancing BMW, Mercedes, Volvo - and now Tesla - Peugeot’s commitment to present itself as a credible rival to the established premium marques continues. It’s doing that through a lineup of ‘fastback’ saloon and ‘SW’ estate models that’s been consolidated and simplified for the car’s mid-life facelift, and that now majors on fleet-market-intended plug-in hybrid powertrains.The car’s former more powerful ICE petrol and diesel engines have been taken off the UK price list, leaving only the big-selling Plug-in Hybrid 225, the 1.2-litre turbo Puretech petrol, and the range-topping 508 Peugeot Sport Engineered Plug-in Hybrid4 360 to choose between. Below that 508 PSE performance hybrid, the car now comes in just Allure and GT trim levels, and has a slimmed down range of options.
Peugeot 508 with Giga Gears
Peugeot's handsome mid-sized saloon and wagon get a new face and improved interior
Peugeot’s freshly chiselled, extra-stylish, premium-feeling assault on the bottom end of the European executive car market - manifested as it is by the current Peugeot 508 - has now been romping on since 2018.In its best years, it made the 508 one of Europe’s top ten best-selling junior executive saloons, competing - at least a little bit - with the mighty BMW 3-Series, Mercedes C-Class, Audi A4 and more. Crucially, it’s still romping. While rivals like the Ford Mondeo, Vauxhall Insignia, Toyota Avensis, Renault Laguna and more have long since given up the good fight that mainstream brands have been variously holding up, for decades, against the advancing BMW, Mercedes, Volvo - and now Tesla - Peugeot’s commitment to present itself as a credible rival to the established premium marques continues. It’s doing that through a lineup of ‘fastback’ saloon and ‘SW’ estate models that’s been consolidated and simplified for the car’s mid-life facelift, and that now majors on fleet-market-intended plug-in hybrid powertrains.The car’s former more powerful ICE petrol and diesel engines have been taken off the UK price list, leaving only the big-selling Plug-in Hybrid 225, the 1.2-litre turbo Puretech petrol, and the range-topping 508 Peugeot Sport Engineered Plug-in Hybrid4 360 to choose between. Below that 508 PSE performance hybrid, the car now comes in just Allure and GT trim levels, and has a slimmed down range of options.