Peugeot 508 2015 Review

Milling around a selection of new Peugeot 508s, the assembled journalist consensus is that the mid-life styling refresh has done the large French sedan wonders.

To these eyes, it’s a more coherent design than its predecessor, but it’s also moving towards German appliance. Like the previous 508 or not, at least it was undeniably a Peugeot; the new one could almost be a Volkswagen.

Opening the door to a mid-spec Allure diesel sedan, priced from $45,990 plus on-road costs and the traditional 508 top-seller, the immediate waft of quality leather trim entices. Settling into the comfortable seat furthers this feeling as you note the 7.0-inch touch-screen.

But when you grab a water bottle from the ample door storage to place in the flimsy, plastic pop-out cup-holder, suddenly the view of the touch-screen is masked; not ideal when relying on the standard-equipment satellite-navigation to see you to the next destination.

Another look at the centre console reveals only a couple of narrow, shallow storage slits that’d be lucky to hold more than a couple of coins.

The contrast is in the rear, where the centre fold-out armrest houses two substantial cup-holders for rear-seat passengers, who also gain their own climate-control zones to go with decent leg and head room; is Peugeot after a slice of the silver service taxi market?

Regardless, the 508 does feel smaller than large sedans such as the Hyundai Genesis and Ford Falcon. Think of it as a larger medium sedan, such as a Toyota Camry, and you’d be closer to the mark.

In front, there’s a large steering wheel, the Peugeot lion front and centre, while new plastic paddle-shifters feel almost brittle to the touch. The same can be said of the cabin plastics, which feel harder than you may expect, with the exception of the soft, beautifully-damped ‘grab’ handles. Overall, the Peugeot is a curious amalgam of quality and cost containment.

Firing up the 120kW/340Nm 2.0-litre turbocharged diesel four-pot reveals a sophisticated oiler under-bonnet, idling with little of the vibration generally associated with an engine of this type.

The gated gearshift for the six-speed automatic transmission lacks a smooth action, but perhaps that was due to the ‘newness’ of the tested vehicle.

With the traditional torque converter gearbox, drive take-up is smooth and the diesel engine continues to impress, being grunty enough to spin up the wheels away from intersections but quiet enough to enjoy a motorway conversation without a hint of raised voice. Even dropping down a couple of gears and hitting the throttle fails to disrupt its composure, the engine actually taking on a pleasant induction note under power.

In practice, the 5.7L/100km claimed fuel consumption figure is hard to match, even with motorway runs. The record shows 8.9L/100km in general driving.

Over small motorway bumps the 508 rides with typical French pliancy which combined with the comfortable seats and quiet drivetrain makes it a competent (kilo)metre muncher. Jump off the motorway, and it’s the first T-intersection that heralds a less convincing suburban experience, the thickness of the B-pillar a true obstruction when looking left to enter an intersection.

Larger lumps and bumps have the 508 floating for a disconcerting amount of time before it regains convincing contact with the surface, and the steering reveals a lack of off-centre response and linearity when cornering. There’s also discernible roll, which isn’t necessarily a bad thing if the ride remains controlled in day-to-day driving. In the 508 Allure, you can never be sure.

Moving onto the newly-powered entry-level 508 Active petrol (available from $37,990 plus on-road costs), it does lose some luxuries, but immediately feels a better value proposition. It retains key upgrades such as the navigation and reversing camera, but does without the keyless entry/go and quad-zone climate, though it still offers dual-zone and rear-seat ventilation.

The seats, now combined cloth and leather, remain comfortable and the new driveline is even smoother than in the diesel, while producing 121kW/240Nm from a turbocharged 1.6-litre petrol four that consumes a claimed 5.8L/100km.

The Aisin six-speed auto loses 2kg and offers longer high ratios to further aid efficiency, while the engine uses idle-stop technology and adopts trick items such as an on-demand water pump to further boost its green credentials.

The petrol-powered 508 immediately feels the better-resolved package. Its relative lack of low-down torque means you won’t be scrabbling for traction away from intersections but the engine remains smooth and offers good response on light throttle loads which, let’s face it, is where it will be doing most of its work.

It will also rev out keenly, though there’s no real point as there’s no real power peak to be chasing. Fuel consumption also goes through the roof, sitting at 10.1L/100km over curvy road loop that encouraged low-gear acceleration out of tight hairpins.

The Active also feels lighter on its feet at all times, riding better over bumps and turning-in more keenly. Even the steering feels improved, though it is still slow in its off-centre reaction. Braking, incidentally, is impressive in either variant, with consistent pedal feel and strong stopping power.

At $8000 less than the Allure, it is the 508 Active that is the better overall proposition, though it is the market that will dictate if that pricing is correct, with Falcon, Holden Commodore, Toyota Avalon and even Skoda Superb options available for less money.