Peugeot 607 Reviews

Sombre sales have taken the humour out of Peugeot's face but the struggling company is confident a new SUV will put it back on track. In Beijing this week, Peugeot unveiled a concept that will - within two years - become its new company face and with hopes it will bring new fortunes to the world's third-oldest carmaker. The car shown at the Beijing motor show - called Urban Crossover Concept - is intended to be Peugeot's smallest SUV, siting beneath the new Mitsubishi ASX-based 4008 and the bigger, outgoing 4007. But the UCC is the SUV version of the 208 hatchback, only just released to the press in Europe. Peugeot executive office for marketing - and with a surname that traces unbroken lineage back to the company founders - is Xavier Peugeot. "This is as close as we have ever been to a concept ready for production.'' he tells Carsguide in Beijing. "We won't say  when, but it will be soon. '' Mr Peugeot, who say the company's shaky financial position at the moment is "one of those cycles of the automobile industry'', points to the UCC as having a new look for Peugeot. "Yes, it's different,'' he says. "But the market is led by design. Buyers want style - look at (Range Rover) Evoque.'' Peugeot's director of design, Gilles Vidal, says the concept shown at Beijing was not based on a 208 platform. "It's bigger,'' he says, "but that's because it is a design c oncept.'' "I will not say that the UCC is to be based on the 208. But that is an ideal market.'' The concept has a much smaller, more technical grille and face than the outgoing 4007 or even the latest 4008. "The 4008 was designed three, maybe four, years ago,'' Vidal says. "Styling has changed since then. The era of the big-grille Peugeots, with the wide mouths, was when customers wanted a sporty, bolder look to their cars. "This is a very different era. There is more emphasis on environmental issues, more on cars being functional, of being lighter. "The grille should be the translation of what is behind it. Of the engine. A big grille may mean a big V8, while a smaller grille may be a more environmentally-friendly engine.'' The UCC - or 2008 as it is likely to be tagged - is expected to be shown at the Paris motor show as a pre-production model in September this year.

The buxom roof cleavage of the Peugeot RCZ sports car revealed at Beijing motor show has been reprised in SUV form.  Unveiled at Beijing motor show, the Peugeot Urban Crossover Concept is the French brand’s take on a car for the teeming termite mounds that will be the cities of the future. A style collaboration by Peugeot’s design centres Paris, Shanghai and Sao Paulo, the compact SUV - 4.14m long and 1.74m wide - is based on the 208 platform.  It weds the RCZ cues of with metal roof bars arching along sides and aluminium spoiler with the new brand signatures of floating grille, ‘feline’ headlamp effect and pronounced boomerang rear light clusters with triple ‘claw’ lines. SUV skills are suggested by a raised body shape with rounded arches nesting large wheels, but boxiness is dodged with a raked windscreen that melts into the roof, and character sculpting along the flanks.  Peugeot has an acknowledged history with small and compact vehicles - not least of which is the total 15 million 2-series sales since the 205 appeared in 1983. It is also starting to build a foundation in the AWD market with the 3008, 4007 and intends to shore that up with the imminent 4008.  So it makes sense to meld the two streams together in a 208-based softroader. And while it is presenting the Urban Crossover Concept as a show car, there’s little doubt it’s destined for the showroom floor. It may ditch the roof cleavage along the way, but will likely wear a 2008 monicker, and there might be news on that at its Paris debut later this year. Peugeot sees the ultra-compact as part of vehicle solution for the city morphing into a megopolis. “At the start of the decade, 30 cities in the world had populations of more than 10 million. By 2050, 5.3 billion inhabitants of the planet will live in mega cities,” the Urban Crossover Concept’s press blurb warns. “Humanity becomes more and more urban, at a rate not seen before. A new generation of city dwellers is being born.” And the French carmaker plans to give birth to the cars the new urbanite will want to drive: small, economical and stylish. Pass le cigars around, s’il vous plait.  

Hot hatch fans, rejoice. The Peugeot 208 GTi is about to be given the green light, according to a source at the French carmaker’s headquarters. During a visit to the Peugeot-Citroen design centre in Velizy, the source said the 208 GTi would be confirmed for production at Paris motor show in September and go on sale in Europe shortly after. With Peugeot Australia’s current practice of getting cars here about six months after overseas launch, that would mean a showroom appearance here about this time next year. “Given the popularity of hot hatches in Australia, the GTi version of the 208 is something that we would want in our portfolio,” local spokesperson Jaedene Hudson says. “It would not only give a flagship model to 208 range, but also build on the iconic GTi that started life in the form of a 205 and also play a part in re-establishing Peugeot’s performance presence in Australia.” And the man responsible for the 208 GTi concept unveiled at Geneva motor show in March, Peugeot design director Pierre Authier, says there is nothing he would change – or that needs to be changed – to put the car on sale. “Everything you see here on the concept is feasible (for production),” Authier says. “We do this job on a real 208, we just put the design, and everything is very realistic – inside also. So if they said we can go, it will be very quick. If we have a ‘yes’, it takes only some months.” The only thing that could change is the size of the alloy wheels, tipped to shrink from 18-in to 17-in but retain their gunmetal spokes with one picked out in a red accent. Also staying are the sporty cabin fit-out scattered with red accents and the GTi badging on the chrome body tab. The ‘tricolor’ flag accent under the grille thankfully may become an optional extra, offered as a range of national flags. The RCZ-shared 147kW/275Nm 1.6-litre turbo four-cylinder and six-speed manual in the front-driven show car is also staying, although it may be detuned slightly – possibly saving the full outputs for a special sport edition. The Volkswagen Polo GTi is the first rival people will picture against the Peugeot, but it will also face off against the RenaultSport Clio and Ford Fiesta ST.   “I think if we want to make the legend we have to be different and have to embody the new kind of sportivity, but without being derivative of some of those cars,” Authier says. “It will be sportivity without aggressiveness… much more agility, much more pleasure.” Hot hatch lovers will be hoping the 208 GTi can restore the mojo of the legendary 205 GTi that appeared in 1984 and became a benchmark in the class – much as the overall 205 range also did, gathering a swag of awards that included CAR magazine’s Car of the Decade in 1990. “We know very well our culture and 205 is very important for Peugeot in our history,” Authier says. “When we presented the 208, a lot of people talk to us about the 205 but we really don’t want to make a new 205 when we do the car. “But I think there’s a lot of similarity because the 205 was a new generation of design, it was a revolution. And the 208 is also.”

Peugeot is likely to unveil an ultra-compact SUV at next week’s Beijing motor show, as the logical step on from  the HR1 concept presented at Paris show as an urban adventurer.  Along with the expected 208 GTi, the all-paw baby when put into production will start filling out the 208 range that arrives here in October with three- and five-door bodies. “We have said the volume we are expecting for 208 is 550,000 units per year – and we will not achieve that with just the two body styles we are showing today,” says Peugeot’s world press and external relations manager Marc Bocque. “The ambition of this car is very great and there will be many other silhouettes to come, and I would say to a certain extent very quickly. “The first one will be at the Beijing motor show… there will be an important sign as far as these things are concerned.”  “In Peugeot history we almost never show a concept car in motor shows free of intention.” The vehicle at Beijing will be far from production ready, Peugeot interior designer Adam Bazydlo hints. “You will see my next project at Beijing, but only the exterior. But when you see the interior you will realise why it is my project…” That suggests the SUV will carry the 208’s ‘head-up cluster’, which moves the instruments up from behind the steering wheel onto the top of the dash. Following the pattern of the just-launched 4008, the ultra-compact 2008 will probably have a choice of two- and all-wheel drive, and a similarly wide choice of both petrol and diesel engines. There has been growing interest in similar vehicles – Ford Ecosport and the platform-sharing Nissan Juke and Renault Duster among them. And Bocque believes the 208 platform would be a good candidate for variation. “You can see already that with 208 we have succeeded to have a car with a fantastic architecture,” he says. “There will be different body styles on 208. It will be a family of the same size and quality of 207, 206 and 205... but with some different proposals."  

The French brand expects to see a 25 per cent lift here this year, riding on an aggressive schedule of new models. The invasion has already started with the recently arrived 508 GT Touring, and next soldiers to land will be the 4008 compact SUV, a special edition of the RCZ sports car, the all-new small 208 – plus limited-edition run-out models of both the 207 it replaces and the 308 – and some green-uniformed troops in the form of the 508 RXH and /or 3008 Hybrid4 are being considered. “The outlook this year is extremely positive despite difficult economic and competitive trading conditions,” Peugeot Australia general manager Ken Thomas says, adding that it’s off to a good start with sales targets exceeded with the help of restored 508 supply. “With the imminent launch of the new 4008 SUV, and later the long-anticipated 208 range, we’ll see Peugeot Australia lift sales by 25 per cent to around 7000 units,” he says. Both vehicles head into segments pumped with buyer energy while others – like the gasping large car sector – are looking for life support. “With the compact SUV segment already growing by a massive 48 per cent, we see the launch of 4008 filling our gap there as a critical element in our overall growth strategy,” Thomas says. Australia will be one of the first markets to get the Japan-built 4008, and Thomas expects buyers will respond to its “European styling, safety, performance and luxury equipment and -- above all else -- competitive pricing and capped price service plan”. But he is also expecting a splash from the 208 hatch in the premium light car segment, which rose 28 per cent in 2011 with the outgoing Peugeot 207 holding more than half the sales. “The light hatch is synonymous with the Peugeot brand, with the iconic 205, 206 and more recently 207 models,” Thomas says. “We fully expect 208 will contribute around 2000 sales per year as we drive our overall volume toward 8000 units in 2013. “The 208 hatch range arriving in October will bring a totally new design coupled with innovative standards of technology and performance, and very competitive pricing.” He says the local HQ is also eyeing the diesel-hybrid RXH and 3008 Hybrid 4 models, and will bring both to the Australian motor show in October to gauge reaction for an on-sale date in 2013. “There is growing interest in the next generation of engine technology so having 3008 Hybrid 4 and RXH presents us with the opportunity fill this gap. The combination of Peugeot’s HDI diesel engine with electric motor powering all four wheels, is a natural marriage of both technologies and one this market will surely embrace,” Thomas says.  

The GT Touring will be in showrooms this month (April), priced from $55,990. While GT models gain extra equipment, the highlight of the model is the inclusion of the 2.2-litre HDI engine. The 2.2-litre turbodiesel engine is only available in GT models while the 508 Allure and Active models have either the 1.6-litre e-HDi engine, 2.0-litre turbodiesel or 1.6-litre turbo petrol. With 150kW of power and 450Nm of torque the 508 GT Touring completes the 0-100km/h dash in 8.4 seconds. GT models also feature special front suspension with double wishbone suspension with drop link hub carrier instead of the Macpherson type struts of the Allure Touring models. Extra equipment over the Allure model includes: 18-inch alloy wheels, adaptive main beam headlights, colour head-up display, directional bi-Xenon headlights with auto height adjustment and headlight washers and driver's seat with memory setting. Specification and options for the all-new 508 GT Touring are in-line with the GT Sedan with the exception of the electric tailgate which is available as a $1000 option on GT Touring as well as Allure Touring.  

Australia will be one of the first markets to get the Peugeot 4008 compact SUV, but may be one of the last to get a diesel drivetrain.The lack of an auto in the Mitsubishi-based 4008 diesel range means the June launch will be only the petrol drivetrain. For now, that is.“We’d like to get a diesel 4008, but we’d prefer to have an automatic and there isn’t one available in the range,” Peugeot spokesperson Jaedene Hudson says.“It’s not worth it to bring a manual diesel because there’s no demand for it here in that class. We prefer to wait and bring the automatic drivetrain when it’s available.” She says there isn’t one on the immediate horizon, but we can expect more news in the near future.TECHNOLOGYWhile the 4007 it replaces is based on the Mitsubishi Outlander, the 4008 starts from the Mitsubishi ASX platform.Overseas markets choose from the two manual diesels and two petrols. It will go on sale here with the larger of the latter: a 2.0-litre four-cylinder developing 110kW of power and 197Nm of torque. Output is delivered to either the front or both axles via the choice of two transmissions: a five-speed manual or a six-speed CVT with manual mode and paddle-shifters on the steering wheel.It’s an economical little thing in every version, with official fuel figures ranging from 7.7L/100km for the 2WD manual and 7.9L for the AWD. The CVT is 0.2L more for each of the drive versions.A console dial switches the all-paw’s on-demand system between 2WD/4WD/Lock, with varying serves of torque being dished up to each axle as requested – from 85 per cent maximum at the front in 2WD to 82 per cent maximum at the rear in Lock.VALUEPricing will be announced closer to June, but the entry is likely to be sub-$30,000 – a critical level in a highly-competitive field, about $5000 below the outgoing 4007.Spec is yet to be finalised, but Peugeot says it will arrive in two trims: Active on all drivetrains and Allure on AWD only. Features will follow those already on the 3008 that arrived about 18 months ago with a decent helping of LEDs, auto lights and wipers, Bluetooth, parking sensors, cruise, climate control airconditioning, sunroof and 16-in alloys as standard fare. Upstairs can look for leather and heated seats, darkened privacy glass, 18-in wheels and a touchscreen satnav in the goodies bag.SAFETYIt should also echo the 3008’s five-star ANCAP crash rating, with seven airbags, stability and traction controls and anti-skid brakes with extra help for panic stops and to compensate for uneven loads.DESIGNIt’s a stunner. With the front a sculpture of lines and creases flowing back from the imminently-signature floating grille and onto the flanks, it’s got an air of motion even standing still.But the shapely nose gives you no clue of where the corners are from the driver’s seat, and the protection of parking sensors will be a must.The cabin turns the other chic with elegant contours and finely-judged amounts of accent in either metal or piano black finish. The seats are contoured and comfortable, and it seems every surface and shape has been carefully decided. It’s styled-up but not overdone, accessorised but not ghetto-blinged. In a word, it’s French.DRIVINGToo many offroader test drives never get off the road. Peugeot did this one proud, digging up some of the local scenery and sculpting it into a dirt fun-park, complete with steep – about 35 degree – slopes and a healthy layer of loose surface.The 4008 took it with ease, proving the approach, breakover and departure angles handy for weekend warfare, and the AWD system skilled at finding the right torque division between axles. At the finish we were hoping the darkening sky would open so we could give it another shot garnished with le mud. We’re betting it would have been just as unruffled.But to get to the great outdoors, most buyers will have to trek a great deal of highway, and we were concerned about the CVT drivetrain’s performance at higher speeds. A quick litmus test showed at 110km/h it still had more to give for overtaking, but some planning will be needed to tackle a long truck or tight joust with oncoming traffic.There’s serious windrush around the A-pillars, and despite Peugeot’s extra work on sound-deadening, you’re always aware of the CVT’s low mooing soundtrack, with the engine chorus at higher revs.The paddle shifters are beautifully shaped and positioned to invite the hand, but feel flimsy once you start flicking them to toggle gears – with the CVT system showing some run-on when you requested a lower cog for cornering on downhill slopes. The bends also produced a top-heavy sway at any enthusiastic speed.None of that will likely bother the mostly urban owners, and – superficial as we are – we still can’t help but love the 4008 for its looks alone.VERDICTIt’s a great prospect for dirt, less so for bitumen. But it will wow on any café strip, and we can’t wait to see a diesel join it here. 

There’s a lot riding on the small shoulders of the Peugeot 208. It follows in the long shadow of the iconic 205 that became the benchmark light hatch in 1983 and shone a halo bright enough to draw 15 million buyers to Peugeot 2-series cars – including the less-glowing 206 and dimmer 207 - since then. And the new baby has arrived in a cash-strapped household, forced to sell off a room full of shares to General Motors. But the 208 is dressed for success, and with the right spec and pricing should be able to help fill the family coffers.Warnings about reinventing the wheel have been dismissed with a Gallic shrug, and Peugeot has reinvented the one you steer with. It’s been shrunk to dinner plate size so the instrument panel behind it can migrate to the top of the dash. At 35cm wide and 32cm deep, the wheel feels immediately comfortable in the hands, and the new instrument position – viewed over rather than through the wheel - will probably take a couple of days to bed into the brain cells, but then start to feel natural. That idiosyncrasy aside, the 208 is the best looker in the city car field, with a chic little body and perfectly-judged amount of ‘jewelry’: a grille that floats in its surrounds, chrome accents, LED head and taillights … even the optional blue LED accents for the glass panorama roof look classy. The 208 is 110kg-173kg lighter than the 207 models. And it’s shorter, but Peugeot says there’s been no space penalty for legs or luggage – which gets 484 litres in the three-door, swelling to 811 with the rear seat down.Overseas markets get a range of 10 engines; five petrol and five diesel. We get four of those, starting with a 66kW/118Nm 1.2-litre three-cylinder manual but with a semi-automated transmission to follow shortly after launch.Above that sit the four-cylinders: a 88kW/160Nm 1.6-litre VTi in manual but with auto option, 115kW/240-260Nm 1.6-litre turbo manual and 86kW/230Nm 1.6-litre e-HDI diesel manual (with stop-start).The 208 will arrive with three- and five-door bodies in three spec levels – Active, Allure and Feline. Spec and prices will be announced closer to the October launch, but Peugeot Australia says the range will start sub-$20,000 for the 1.2-litre manual (an auto will arrive later). And while that entry level overseas is fairly stripped spec, it’s likely we’ll get some extra kit here, including the touchscreen and alloy wheels that start one level higher in other markets. And overseas, the CD player will be optional - acknowledgement that downloading is killing the silver disc - but a decision is yet to be made for our market.The base model is pitted against the VW Polo, Mazda2, Toyota Yaris, Ford Fiesta and Suzuki Swift as main rivals, with a strong second row from Hyundai’s Accent and i20, Holden Barina and Nissan Micra. But most buyers for Euro city style are in the premium light class segment – and Peugeot owns that field at 51 per cent, selling more than Fiat 500, Alfa MiTo, Citroen C2 (and all the rest) put together. The exiting 207 gets five ANCAP stars and with the 208 you can expect the same rating and similar safety equipment: six airbags, stability control and anti-skid brakes with electronic aids for panic stops and uneven loading.It might have a baby wheel but this is no Barbie car. The massive weight drop plus tweaks to suspension springs and variable-input dampers makes for much better handling than the 207. Cornering is grippy and nimble fun, and the steering speed and precision tips in for the party, but it feels remote and over-assisted - especially at higher speeds.We’ve had to ‘mangez le crow’ over our prediction that the 1.2-litre three-pot would be a dud. It’s got ample outputs to capably punt the light 208 around, although fully loading all seats will probably have it gritting its teeth for hillclimbs.That aside, the three-cylinder is sprightly and well-balanced, and there’s nothing wanting from it – except for it to come in the higher spec. It would be easy to picture it as a fully-dressed city mouse, twitching its chic little tail on the upmarket circuit.Of the three drivetrains we tested (the turbo we’re also getting wasn’t on the launch), the tiddler ended up being our clear favourite.The 1.6-litre diesel was quiet and smooth, and with the oiler ability to keep delivering torque through the range, it ate up the highway and could still overtake happily from 120km/h. The e-HDi’s six-speed manual transmission is smooth and precise, but the shift feel will be too firm for some.Following the diesel, the 1.6-litre petrol VTi up next felt underdone, but mainly suffered being undermined by a five-speed manual – we kept wishing for an extra cog on the highway. Cabins are well-trimmed across the range, and the grey plastics and fabrics of the lower spec suffer only in comparison with the premium look and feel of Feline’s top-spec fit-out.Clever packaging means there’s as much space in the 208 as in the larger 207 it’s replacing – which means still tight in the rear seat. And new sound-damping means wind rush around the A-pillar and along the seam of the panorama glass roof was the only irritant to invade the otherwise quiet cabin.It looks great inside and out, and with the right combinations of drivetrain, price and spec this is one that should be on every hatch shopper’s test drive list. 

What's in name? Not a lot if it's the GT version of Peugeot's suave 508 - or is there? The term "GT'', or gran turismo, is usually reserved for high-performance sports models, a definition that doesn't really apply to the 508 GT, even though this diesel-powered sedan is no slouch. In this case the GT tag stands for 'gran tourer', and if you dig deeper you'll find the GT tag is steeped in Peugeot's history, firstly with the 505 GTi in the late 1970s to early 1980s and then in a long line of hot hatches - GTi versions of the 205, the 206 and the 207.So does the 508 deserve the GT tag? Yes, if your priority is serene open-road cruising where the engine's effortless and elastic performance shines.DESIGNVisually the GT is hard to pick from the other sedans in the 508 stable. It is based on the 2.0-litre diesel Allure, but there are no badges to give the game away, only the alloy wheel design.The dash layout is clean and uncluttered and mostly easy to master. Full marks to the head-up display, which pops out of the dash top on start up and displays road speed - a bonus around town given the ease with which it gains momentum.However oddment storage, which is not great in the normal 508, is even tighter in the GT. The sat nav and heated seat controls take up the space aft of the gearshift, relegating the key to the ashtray or the cramped centre box. Almost everything else has to go in the door bins.TECHNOLOGYIt gets a bigger engine, a 2.2-litre turbo diesel that pumps out an impressive 150kW at 3500rpm and 450Nm of torque from 2000rpm, or 30kW and 150Nm than the 2.0-litre diesel in the other 508s. And it doesn't use any more fuel than a 2.0-litre, both scoring 5.7l/100km on the combined cycle. On test it returned 6.3l/100km With a 72-litre fuel tank, the GT has a generous touring range in excess of 1200km.VALUEAt $52,990, the GT is $10,000 more than the 2.0-litre diesel Allure sedan. The extra outlay adds the bigger engine, 18-inch alloy wheels, a head-up display screen, directional xenon headlights with washers and adaptive main beam, an alarm and tyre-pressure sensors, but a space-saver spare instead of a full-size steel wheel. This is in addition to the Allure's six airbags, stability control, quad-zone climate control, leather trim, cruise control, parking sensors, electric park brakes, engine stop/start button, trip computer, hill-start assist, heated and folding mirrors, single-CD eight-speaker audio with Bluetooth and USB connection, side and rear sun blinds, finger-touch locking and unlocking, auto headlights and wipers, fog lights and day lights.Options include satellite navigation, Nappa leather seats and a power driver's seat with memory. Like the Allure, the interior is warm and inviting, well-appointed and thankfully free of gimmicks and complex controls.DRIVINGIt is not so rewarding in the twisty bits where the front-drive layout shows its shortcomings lacking the fine cornering balance and steering agility of a true GT.While the double wishbone aluminium front suspension delivers superior grip and a more disciplined ride than the MacPherson strut layout of the normal 508, there is still some scrabble and thump from the front inside wheel on lumpy corners and rough edges. The result is more muscular acceleration and lustier mid-range response.From rest, not much happens until 1700rpm, then the GT erupts with strong and fluid shove without any hesitation from the smooth and decisive six-speed automatic transmission. A tall sixth gear has it cruising serenely at 1750rpm at 100km/h. Noise levels are so low most passengers won't pick it for a diesel. Overall, the GT forte is serene long-distance touring and is well equipped for the price, which coincidentally is the same as a Subaru Liberty GT.

Large cars need large engines, is the traditional wisdom. Capacity is king and you need at least a six, preferably an eight. Without one, it's a case of all mouth and no trousers. Ask any Holden or Ford owner.But times are changing. Soon, there will be mandatory emissions standards for all cars sold in Australia that mirror the sorts of schemes in place in Europe and elsewhere. They will be especially challenging for local makers, which specialise in large cars.Every year the large sedan slips further down the buyers wish lists, with nothing seemingly able to arrest the fall. To Ford and Holden, part of the solution is better fuel economy. Hence the 3.0-litre V6 Commodore with direct fuel injection launched two years ago, a smaller engine but still a six.Then there's the Falcon EcoLPi (see this page) using another version of the 4.0-litre straight six unit that's in the vast majority of Falcons still on the road. But next year Ford will introduce a four-cylinder Falcon for the first time in its 50-year existence.Even without emissions standards, these are essential moves. The large car market has always been dominated by fleets, which account for 70 per cent of the market. Increasingly, governments and businesses must bow to internal green agendas.If Commodores and Falcons cannot comply, then your next work vehicle may be something else entirely. The idea of a large sedan with a four-cylinder engine is less alien in Europe and, in technological terms, they have a head start. Their engines already achieve standards still to be implemented here.At least as important, prices have moved decisively in favour of imports, with vehicle tariffs as low as they can go and a high Australian dollar making them cheap. With premium prices, they have struggled to get mainstream traction. Now it's going to get easier.The first European to be listed in the mainstream large category was a Skoda sedan called the Superb. It arrived two years ago with a 2.0-litre diesel and 1.8-litre petrol, both turbocharged four-cylinders. It has been no more than a nick in the side of the locals, with sales in the hundreds.VALUEBut now there's another. The Peugeot 508, which has just gone on sale, pushes the price and economy argument even further. It arrives with two diesels and will soon be available with a 115kW turbo 1.6-litre petrol from $36,990, undercutting the cheapest Falcon or Commodore by thousands.TECHNOLOGYThe 1.6-litre petrol, which many Australians would view as on the small side for a hatchback, uses 7.1 litres per 100km while both the diesels achieve just 5.7. The best a Commodore can do is 9.1l/100km and the Falcon 9.9l/100km. The 508 will soon be able to offer so-called “micro-hybrid'' features such as stop-start at idle to return fuel economy of 4.4. These systems are common at the luxury level of the market but still making there way into the mainstream. However, Ford and Holden are years behind.Running costs are a huge issue for fleets but fuel is only one factor. To dispel concerns about the price of servicing imports, Peugeot has tailored a three-year capped deal that offers three scheduled pit stops for no more than $330 each. It's the same deal for private buyers and fleets. Perhaps Peugeot will save a six-cylinder for a two-door because there's no V6 in this line-up. The smallest diesel, a 2.0-litre, starts at $42,990 and a wagon adds $3000. All engines comply with the latest Euro V toxic emission standards and come in well under the expected Australian CO2 emissions target for 2015 of 190g per kilometre.The GT model with more power gets the same economy but is quicker to 100km/h, at 8.2 seconds. It gains wishbones at the front suspension instead of struts, and larger alloys.DESIGNThe 508 replaces two cars in the Peugeot line-up: the 407, which started in the low-$40,000 and came as a sedan, wagon or coupe; and the 607, a $70,000-plus car that whittled out a lonely career as an unloved sedan.The 508 falls between the two on size, with a shorter front overhang and less obvious grille than the ugly 407. It's the first Peugeot to use some of the new design language explored in the SR1 concept from last year. The SR1 itself suggests a coupe may join the sedan and wagon later.The list of features available is impressive and includes a head-up display for the driver, clever directional headlamps and electronic park brake. It presents well, with the wagon more pleasing visually and a well put together interior that's two notches above the locals for quality and appeal.There's leather and soft plastics, a bit of chrome bling and enough comfort features. The chairs are as accommodatingly wide as any in a Falcon or Commodore.Who says the French don't get fat? The cabin itself isn't as roomy, of course. None of the European aspirants are, unless you go up a badge or two.DRIVEAnd the 508 is unlikely to change the minds of Commodore and Falcon buyers about what constitutes a desirable set of wheels. The two diesels were available at the launch drive in Victoria and they do the job well enough, although you'd miss the Falcon's six up a hill. Or for overtaking.Less so in with the 150kW 2.2-litre, which might test the 3.0-litre Commodore at some speeds. Certainly, Peugeot believes it can outperform its previous V6. The two 508s have different dynamic personalities.The 2.0-litre is pillowy and rolly, with an eagerness to run wide in corners. The bespoke front suspension and larger wheels on the GT lift the thresholds substantially but don't change the character of the car. It's not as precise as one of the local rear-wheel drives.When it comes to the ride quality, the large wheels in the GT are noisier and fussier about road imperfections and the 2.0, but at least both are more comfortable than Peugeots have been recently, with a less troubling ride.Drivers may not have changed what they want, but fleets have changed their buying patterns already. Steeper petrol prices have shifted some to smaller cars. Others have been swept up by the trend to SUVs, which with diesel engines can be relatively cheap to run. Demand for large cars won't rebound on the strength of imports, with Peugeot expecting to ship in about 1000 a yearVERDICTIt badly needs to hit that target if it's going to reach its goal of 8500 buyers next year. That would be its second best result in a decade or about 3000 more than last year.