Peugeot 508 VS Subaru Liberty
- Design oozes style
- High-tech, well equipped
- Refined fun behind the wheel
- Touchscreen air-con controls
- Rear seats clumsy to get into
- Steering wheel can block instruments
- Great value across the range
- Safety isn't an optional extra
- Not as good to drive as rivals
- No sat nav in base model
- Ride is questionable
Peugeot has gone from strength to strength in Europe off the back of a branding and design renaissance.
The brand now fields a competitive range of SUVs as well as a new generation of tech and design-focused cars.
In Australia, you'd be forgiven for not knowing any of this, with French cars still well and truly in the niche basket. And with Aussie consumers increasingly shunning cars like the 508 in favour of SUVs, the liftback and wagon combo has the odds stacked against it.
So, if you're not already a French car die hard (they very much still exist) – should you be stepping out of your comfort zone and into Peugeot's latest and greatest offering? Read on to find out.
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
Trust me, this is the updated 2018 Subaru Liberty. I know, it looks really similar, doesn't it?
But this is the facelifted version that has just launched in Australia with a range of changes which, despite appearances, are more substantial than you might think.
There are still three variants available, and there are still four-cylinder and six-cylinder models to choose from.
How about I stop blabbering and give you the detailed rundown on what makes the 2018 Subaru Liberty better than its predecessor... and in some ways, not quite as good.
|Fuel Type||Premium Unleaded Petrol|
The 508 draws you in with its stunning design, but under the surface there's a well-equipped and practical car.
While it might not be destined for mass popularity in Australia, it's still a compelling semi-premium option that should have you asking yourself: "Do I really need an SUV?"
The Subaru Liberty 2018 model is improved in plenty of ways, but the drive experience mightn't excite everyone out there. If you care more about what you're getting for your money than you do about how a car drives, it's hard to argue against a car like this. It comes well equipped across all three grades, but the smart money would probably be on the 2.5i Premium as the pick of the range.
Let us know what you think. Is the Liberty a car you'd consider? Tell us in the comments section below.
Let's lead with this Pug's strongest suit. No matter whether you choose the liftback or the wagon, you're getting a seriously stunning car. There are a lot of elements comprising the front and rear fascias, yet somehow it's not overly busy.
The downward swoop of the bonnet and the angular rear, with a subtle flicked up wing on the liftback, give this car a curvy but muscular aesthetic, and there are more than enough 'wow' items, like the DRLs which streak down from the front light clusters and rear fittings, which reference this car's classy 407 ancestor.
Meanwhile, the more you look at the wagon, particularly from the rear, the more elements begin to stand out. Either car has a sleek silhouette when spotted from the side.
There's no doubt it has a rich visual presence – one which is befitting of Peugeot's new push to be seen as a more premium offering in Australia. It's also easy to draw comparisons to recent design leaders like Volvo's S60 and V60 twins, and Mazda's new 3 and 6.
Inside is just as bold, with Peugeot's iCockpit interior theme providing a fresh take on a tired formula.
The theme consists of a steering wheel that 'floats' low and flat in the dash, with the instrument cluster perched atop. There's also a raised console and super-wide 10-inch touchscreen adorning the centre of an otherwise minimalist looking interior.
Annoyingly, the dual-zone climate control is operated via the touchscreen, which is clumsy and annoying to look at when you should be keeping your eyes on the road. Give us an old-fashioned set of dials next time, it's just so much easier.
The design is comprised of mostly tasteful leather finish, gloss black panelwork and soft-touch plastics. The pictures somehow don't do it justice, although personally I think it could do with a little less chrome.
Maybe we should really be thanking SUVs for a resurgence in great-looking passenger cars for every niche.
Not a massive change, is it?
At a glance, there isn't much difference between this updated Liberty and the predecessor version which went on sale here in late 2014.
But in fact there have been plenty of subtle adjustments to the styling, including a new, wider grille with different styling elements, new bumpers front and rear (including a rear diffuser), new headlights including adaptive LEDs and auto high-beam on high-spec models like this one, and there are redesigned wing mirrors.
There's no sporty model bearing STI badges with a body kit, rear spoiler and side skirts - but you can get a genuine mesh front grille, some stylish 18-inch rims, and a few STI bits from the Subaru Accessories catalogue.
That last change might sound like a minor one, but the wing mirrors now sit a little closer to help cut wind noise, and there's a new LED indicator on the outer shell.
Overall, the Liberty is entirely inoffensive to look at, though some might find the current generation version's styling to be a little too focused on American buyer tastes - it is conservative and conforms to mid-size sedan norms in terms of its dimensions, without pushing the boundaries.
But this update - particularly those new headlights - adds a little breath freshener midway through the date that is a life-cycle of a car.
However, there are more important changes to talk about inside the cabin - you can check them out in our interior photos... or read about them below.
No matter which bodystyle you pick, the 508 is a practical unit, although there are a few areas where the design takes priority.
We'll start with the luggage area, where both cars are at their best. The Sportback offers 487-litres of storage, which is up there with the biggest hatchbacks and most mid-size SUVs, whereas the wagon offers almost 50 extra litres (530L), which is more space than most people will realistically need.
Up in the second-row space is decent, with an inch or two of airspace for my knees behind my own (182cm tall) driving position. There's room above my head once I'm seated - despite the slopey roofline - but getting in and out is a scramble, with the C-pillar jutting down where the door joins the body.
You'll fit three adults across, with a bit of a squeeze, and there are ISOFIX child-seat mounting points on the outer two seats.
The rear seats also get access to a set of air vents, two USB power outlets and netting on the back of the front seats. There are cupholders in the doors, but they're so tight they'll only really hold an espresso cup.
Up front, the door issue is the same – it won't hold a 500ml bottle due to the complex door cards – but there are two large cupholders in the centre.
Storage for the front occupants is far better than it is in this car's 308 hatch sibling, with the posh raised centre console also offering a long trench for phones and wallets, as well as a deep centre-console box and a storage area underneath, which also hosts the front USB outlets. There's a decently sized glovebox on the passenger side.
Room for front occupants is also good, as the seats are set low in the body, but knee room is limited due to the wide console and overly thick door cards.
The iCockpit design is perfectly suited to someone my size, but if you're particularly short you won't be able to see over the dash elements, and if you're particularly tall it will get uncomfortable quickly, with the wheel blocking elements or simply sitting too low. Seriously, just ask our resident giraffe-person, Richard Berry.
The Liberty is already known as one of the roomier mid-size models in the class, with better backseat space than a Mazda6, for example.
And that hasn't changed this time around, as there's easily enough legroom and headroom for 183cm (six-foot) adults like me (behind my own driving position I had about five centimetres between my knees and the seat ahead, and the same between my head and the ceiling).
And if you have small children, the dual ISOFIX points and three top tether anchors will be handy.
Plus the essentials are all covered - there are cup and bottle holders where there should be (a flip-down armrest with cupholders in the back seat, a pair of cupholders between the front seats, plus bottle holders in all four doors), and loose item storage is well sorted, too.
Those spending time in the back seat will appreciate the newly-added pair of USB ports, which will make long-distance drives go by a lot easier (for parents, in particular).
Up front it all looks a big more flash, because there are some material tweaks, including piano black finishes here and there, and extra stitching as well. I particularly like the new climate control knobs, which have little digital displays in them - a bit like an Audi.
There's a new, brighter and more impressive looking media system, which measures 8.0 inches in the top two variants, and those models get built in sat nav, too. The base car has a 6.5-inch screen without nav.
All models now have Apple CarPlay and Android Auto, and the media system is largely very good to use and simple, too... though the old one wasn't all that bad to begin with.
The boot space is a family-friendly 493 litres in capacity, which is a bit more than you get in some mid-size SUVs - yes, sedans can still be family friendly. Being a sedan there is no option for a cargo barrier, but you can get things like roof rails/roof racks with ski holders, bike holders and surfboard carriers. A boot liner and floor mats would be money well spent.
And there are some other elements that make this updated Liberty model a great choice for mums and dads, because it's packed with safety equipment. Read about that below.
Price and features
An impressive specification is completely standard, including a 10-inch multimedia toucschreen with Apple CarPlay and Android Auto connectivity, built-in navigation and DAB+ digital radio, a 12.3-inch digital dash cluster, modestly sized 18-inch alloy wheels, full LED front and rear lighting, adaptive dampers, which respond to the car's five driving modes, and a thorough active-safety suite, which includes adaptive cruise control.
The black fully leather interior trim is included, as well as heated and powered front seats.
The only two items that reside on the options list are a sunroof ($2500) and premium paints (either metallic at $590 or pearlescent at $1050).
While all of those options, including the 508, are not budget buys, Peugeot makes no apologies for the fact that it's not going after the volume end of the market. It hopes the 508 will become the brand's "aspirational flagship."
The price list for the 2018 Subaru Liberty hasn't moved very much. There are still three variants available, and below is a comparison of the models in the range - our version of a price guide as to how much you should expect to pay (prices before on-road costs).
Opening the range is the entry-level model, the 2.5i. It lists at an identical point to its predecessor, at $30,240.
The 2.5i has a 6.5-inch touchscreen without satellite navigation, but it has Bluetooth phone and audio streaming, Apple CarPlay and Android Auto (so you can use your phone as your navigation system), CD player, a sound system with six speakers, dual front USB ports and a pair of rear USBs for backseat passengers - ultra handy for keeping devices charged up on long roadtrips.
Other specification highlights include dual-zone climate control, a leather steering wheel with paddle-shifters, auto headlights and auto wipers, front fog-lights, seven airbags (dual front, front side, curtain and driver's knee) and rear tinted windows. The wheels are 18-inch alloys on this spec, and every one in the range, and the Liberty 2.5i has two drive modes - 'Sport' and 'Intelligent'.
The next step up is the 2.5i Premium, a fairly sizeable jump up the money ladder at $36,640. But you get quite a bit more stuff for the extra expenditure.
The 2.5i Premium adds LED headlights with steering responsiveness and adaptive high-beam lights, as well as LED daytime running lights (DRLs). Those LED DRLs are on the entry-grade models too, but the main headlights are halogen units.
In the 2.5i Premium you get an 8.0-inch screen with integrated GPS/navigation (and still with Apple CarPlay and Android Auto), plus leather seats, heated front seats, electric front seat adjustment (driver's seat with adjustable lumbar), an electric sunroof, powered and heated folding side mirrors, front wipers with de-icing function, keyless entry with push-button start, electric boot opening and closing and piano black interior trim highlights.
The flagship model is the 3.6R, which is listed at $43,140. As well as getting a bigger six-cylinder engine, the 3.6R has a few unique items when compared to the 2.5i Premium.
The 3.6R model includes a three-mode drive select system (Sport# - sport sharp – mode added), and it also gets chrome side sill garnishes and a 12-speaker haman/kardon sound system (with subwoofer).
There is no digital radio on any Liberty model.
I've already covered a few of the options you can choose from the accessories list - it's pretty extensive, but you won't find a bull bar or nudge bar on there.
As for colours? There is one new hue to choose compared to the pre-facelift model - 'Crimson Red Pearl' - and you'll still have the choice of black, blue (x2), white, silver, grey (x2), brown (x2), and Subaru doesn't ask buyers to splurge any more cash for the colour they choose.
Engine & trans
Peugeot has made this department easy, too. There's just one drivetrain.
It's a 1.6-litre four-cylinder turbo petrol engine, which punches above its weight on the power front with 165kW/300Nm. If you think about it, there were many V6 engines that wouldn't have produced that kind of power, even just a few years ago.
The engine drives the front wheels only via an also-new eight-speed torque converter automatic transmission. There's no all-wheel drive and no diesel as part of Peugeot's simplify-and-conquer strategy.
Outputs of the two petrol engines remain the same as they were before.
The entry-level 2.5-litre four-cylinder 'boxer' horizontally-opposed engine produces 129kW of power and 235Nm of torque. It can only be had with a continuously variable transmission (CVT) auto, which has a seven-speed manual mode. Those engine specs are unchanged.
The 2.5-litre drivetrain have been tweaked for better response, and the CVT auto has seen some changes, too.
At the top of the range is the single 3.6R model, for those who like their engine size in XL.
It isn't on its own in that regard - Toyota reintroduced a six-pot to its Camry model for 2018 because the Aurion was axed - but the specifications haven't changed for the 3.6-litre horizontally-opposed six-cylinder in the Liberty, which still has 191kW of power and 350Nm of torque. It also has a CVT.
Both the 2.5 and 3.6 models come with a timing chain, not a timing belt.
Every Liberty remains all-wheel-drive (AWD, as opposed to 4x4 or 4WD), which gives it a unique selling proposition in the segment. But if you prefer a manual gearbox and a clutch, you're out of luck - every Liberty has a CVT automatic transmission. Likewise a diesel - no dice.
Towing capacity is rated at 750kg for a trailer without brakes, and 1500kg for a braked trailer for the 2.5i. The 3.6R can deal with 1800kg of weight for a braked trailer.
The 508 is rated to consume an impressive-sounding 6.3L/100km on the combined cycle, although in my recent test of the 308 GT hatchback, which shares the same drivetrain, I scored 8.5L/100km.
While our countryside blast at the 508's launch event would be an unfair representation of this car's real-world fuel consumption, I'd be surprised if most people scored below 8.0L/100km, given this car's extra kerb weight over the 308 and the nature of its entertaining drive.
We should stop for a moment and appreciate that this engine is the first one on sale in Australia featuring a petrol particulate filter (PPF).
While other manufacturers (like Land Rover and Volkswagen) have been vocal about the fact that they cannot bring PPFs to Australia due to our lax (high-sulfur) fuel quality, Peugeot's "totally passive" system allows for higher sulfur contents, so 508 owners can rest assured they're driving around with reasonably low CO2 tailpipe emissions of 142g/km.
As a result, however, the 508 requires you to fill its 62-litre tank with a minimum 95RON mid-grade unleaded petrol.
The 2.5i model still uses 7.3 litres per 100 kilometres, so the changes made to the engine and transmission haven't affected its claimed fuel consumption - we can't vouch for what it'll use in the real world, as our time was spent in the 3.6R.
That six-cylinder version has a claimed consumption figure of 9.9L/100km, and - pleasingly - I saw a 9.8L/100km economy rating displayed on the trip computer during my time in the car, which consisted of highway commuting, urban to-and-fro and some country sprints, too.
The fuel tank capacity is 60 litres.
The 508 matches up to its swoopy looks by being a whole lot of fun, but also surprisingly refined behind the wheel.
The 1.6 turbo isn't wildly powerful for something this size, but it's easily grunts enough, with peak torque easily lighting up the front wheels from a standstill. It's quiet, too, and the eight speed is silky-smooth in most driving modes
Speaking of which, special attention should be given to the driving modes. In many cars you'll get a 'sport' button, which, nine times out of 10, is basically useless. But not here in the 508, where each of its five distinct driving modes alters everything from engine response, transmission map and steering weight to the mode of the adaptive dampers.
Comfort is best for plodding around town or in traffic, with a smooth engine and transmission response to inputs and light steering, which makes it a cinch to move around.
The prime B-roads we were on around Canberra's countryside periphery, however, demanded the full-fat sports mode, which makes the steering heavy and instantly responsive and the engine far more aggressive. It will let you ride each gear all the way up to the red line and switching to manual gives impressively snappy responses, via the flappy paddle, wheel-mounted shifters.
I was taken aback to find that no matter which mode I chose, the suspension was excellent. It was softer in comfort but even in sport it wasn't as brutal as the 308 GT hatch, soaking up the larger bumps without shaking up the occupants in the process. This is partially due to the 508's reasonably sized 18-inch alloys.
The wheel itself feels great in your hands, with a small radius and slightly square shape making it easy to wrangle. My main complaint is directed at the the multimedia touchscreen, which is seated so deep in the dash it requires taking your eyes a bit too far off the road to adjust anything – including the climate controls.
With no all-wheel drive and modest power, the 508 is hardly a proper sportscar, but it is still a great balance of refinement and fun where it counts.
I'm not saying it's not good to drive - in some situations it's entirely fine - but the Japanese brand says it tweaked the suspension so it doesn't rebound as abruptly after a bump, which will in turn improve the way it handles. To me it felt a lot clumsier than before.
Ride comfort on the highway is fine, if a little boaty, but it's when you hit a section of potholes, or roll over a sharper-edged speed-hump that you notice the suspension attempting to move the 18-inch wheels over the surface, but failing to do so without feeling utterly flummoxed.
There is longitudinal and lateral wobble, the front-end will crash and send a harrowing thump sound into the cabin, and the worst bit is that it still feels fidgety at times.
Let me just say this: it isn't unbearable, but I sure didn't find it pleasantly comfortable or particularly controlled.
In contrast to the suspension, the steering - which has been tweaked for more linear response, particularly at higher speeds - is good, assuring the driver most situations. There is some kickback over mid-corner bumpy sections, but it's never violent.
The brakes have been improved with better pedal feel, which further adds to the peace of mind offered from the Liberty.
As for the powertrain, the 3.6-litre engine is a delightfully refined and reasonably punchy thing. You won't break any land-speed records with its acceleration, but with a 0-100 time of about 7.2 seconds, its performance is brisk enough.
It can be caught out a little when you stand on the throttle from a stop and that has more to do with the transmission than the engine itself, but it is manageable, and once you hit about 2000rpm it starts to sing. In the most aggressive drive mode, S# (Sport Sharp, which is reserved for the six-cylinder in the Liberty range), it is properly fast, yet remains quiet.
The vast majority of buyers choose the more affordable 2.5i models, which makes a lot of sense. And while we haven't tested the updated 2.5i drivetrain in the Liberty, it is vastly improved in the Outback.
While the Liberty has AWD, it doesn't have terrific ground clearance (150mm), and while you could fit it with air suspension and head off road if you wanted, it wouldn't be advised.
The 508 comes loaded as standard with an impressive suite of active safety items including auto emergency braking (AEB – works from 0 – 140km/h), lane-keep assist (LKAS) with lane-departure warning (LDW), blind-spot monitoring (BSM), traffic-sign recognition (TSR), and active cruise control, which also lets you set your exact position within the lane.
Thanks to the 508's AEB also detecting pedestrians and cyclists, it already carries a maximum five-star ANCAP safety rating.
The expected suite of features include six airbags, three top-tether and two ISOFIX child-seat mounting points as well as electronic stability and brake controls.
The Subaru Liberty retains the same five-star ANCAP score it managed back in 2015, with a reverse camera as standard in all models, plus the fitment of seven airbags (dual front, front side, curtain and driver's knee). There are no parking sensors on any model, though.
Plus the entire range has Subaru's 'EyeSight' safety kit, which uses a pair of cameras mounted on the windscreen and can warn the driver of pedestrians or cars, braking the car if it needs to - now up to 50km/h, where it used to be 30km/h.
There is also lane-keeping assist (which will warn the driver if they are straying from their lane), adaptive cruise control with brake light recognition and forward vehicle move-off alert (handy if you take your eyes away from the road), and the 2.5i Premium and 3.6R models get a forward-view camera and side-view camera, which help when parking.
Blind-spot monitoring and rear cross-traffic alert is fitted to the top two models, along with adaptive LED headlights with auto high-beam.
Despite the extensive equipment list, there are a couple of notable omissions - no model comes with parking sensors or automated parking assistance, and while the smaller Impreza and XV models have been updated with a reverse auto-braking system with obstacle detection, the Liberty hasn't got that.
Peugeot currently offers a competitive five-year unlimited kilometre warranty promise, which includes five years of roadside assist.
The 508 only has to be serviced once every 12 months or 20,000km, which is nice, but that's where the good news ends. Service pricing is steeper than budget-brand peers, with a fixed-price program costing between $600 and $853 per visit. Over the length of the warranty it will cost you a total of $3507 or an average of $701.40 per year.
It's almost twice the price of some competitors, but Peugeot does promise that the service visits are all inclusive of expendable items like fluids and filters etc.
Service costs for the Liberty is dependent on the model you choose. The 3.6R model requires a check-up at 5000km that will cost you just over $250, where the 2.5i doesn't need that.
After that, servicing is due every six months or 12,500km, which is quite frequent by modern-day standards - especially for cars that don't have turbochargers. And the service costs aren't that good, either, with the brand's capped-price coverage - three years/75,000km - costing you $2281.66 if you buy the 2.5i and $2711.42 for the 3.6R.
That's more than a lot of luxury European cars. But it may be best to get those stamps in your owners manual from a Subaru specialist if you're worried about resale value.
The Subaru warranty program doesn't set any benchmarks, either, spanning three years/unlimited kilometres.
Check out our Subaru Liberty problems page for issues relating to faults and reliability concerns.