Peugeot 508 2011 Review

Peugeot 508

Available in sedan or Touring (wagon) models, the 508 is well-sized against medium car competitors and equipment levels rival some large offerings. That's mainly because the 508 was designed to replace the 407 and luxury-oriented 607.

Initial offerings include two diesel options for the sedan: a 2.0-litre for the mid-spec 'Allure' model or 2.2-litre for the range-topping GT version, starting at $52,990. The Touring is first available with the 2.0-litre diesel for $45,990. A 1.6-litre turbo petrol engine will be added to the lineup later this year, in addition to the entry-level 'Active' specification for the sedan, dropping the entry prices.

The 508 and upcoming 308 Series II introduce new naming -- words interpretable in English and French; starting with ‘A' and containing two syllables -- for specification levels. In the 508's case, base Active models include electronic rear parking assistance, heated side mirrors, Bluetooth and dual-zone climate control. Mid-spec Allure adds four-zone climate control, front and rear parking assistance, leather trim, keyless entry and start, electric park brake and hill start assistance.

A colour head-up display -- which protrudes from the dash top rather than presenting figures on the windscreen (compare versions from the likes of Nissan-and Audi) -- is available as an option-fit item for the Allure spec sedan and wagon, and standard for the GT sedan.

The GT also comes standard with keyless entry and start, front and rear parking assistance, bi-xenon (cornering) headlights and space-saver spare wheel to suit the 18-inch alloys (see MECHANICAL).

Satellite navigation is notably absent from the standards list. Peugeot offers its on-board system for $1500, which compares favourably to some versions we could mention, and its option-only fitment means those with smart phones or mobile nav devices aren't paying for another guidance system.

Peugeot claims a reduction in CO2 emissions of 33 per cent, compared to the outgoing 2.7-litre diesel engine in the 407. All engines, including the petrol offering due this December, are Euro 5 compliant.

All models except the GT use Macpherson strut front suspension and multi-arm rear set-up. The GT uses upper and lower wishbone front axle. Steering is by way of a rack and pinion, electro-hydraulic system.

Brakes are sized according to model: all use 290x12mm rear discs but the petrol version comes with 304x28mm discs up front; the 2.0 HDi with 340x28mm and the GT with 340x30mm. Active and Allure specification models come standard with 17-inch alloys; in different designs. The Allure can be ordered with 18-inch wheels. The GT comes with 18-inch alloys as standard or can be optioned with 19-inch alloys.

The 508 uses the PSA Group's Platform 3 -- also used by the 407 and Citroen's C5 and C6 models -- and is built in Rennes, France. Peugeot says engineers worked on lowering weight and aerodynamic drag for the new car: it weighs 77kg less than the 407 and drag coefficient figures for the sedan and wagon are 0.25Cd and 0.26Cd respectively.

Peugeot Australia also intends introducing the new 1.6-litre e-HDi engine to the 508 range by the end of the year. Offered in the sedan only, the model features stop-start function and combined cycle consumption rating of 4.4L/100km. Pricing for the e-HDi 508 sedan will sit between the Active sedan and Allure 2.0-litre HDi, at around $38K.

Australia's VFACTS segmentation allows for the 508 to be categorised as a large car, and Peugeot's local outfit is happy with that. The 508 (sedan) is larger than the 407 by width (1853mm versus 1811) and length (4792 v 4691), and in wheelbase (2817 v 2725).

Ford's four-door Mondeo is similarly sized (in terms of width, length and wheelbase) but the company sells it as a hatchback and mid-size model, allowing room for the Falcon. Same goes for Skoda and its Octavia/Superb models.

If and until Peugeot follows up with another range-topper like the 607, the 508 represents the most spacious of its passenger cars. The 508 is wider than the outgoing 607 (1826mm) but not as long (4902mm; 2800mm wheelbase).

The Touring model is well packaged with wagon-type requirements such as rear sun blinds and privacy glass, cargo cover and mesh guard between rearmost cargo space and passengers. The wagon is in a shooting brake style with a low sloping roof at the rear, which may deter some buyers looking for maximum access and storage convenience.

Two front passenger airbags, two front side airbags and curtain airbags come standard. The wagon comes with full length curtain airbags. Both models also come with anti-lock brakes incorporating electronic brakeforce distribution and brake assist and stability control.

Peugeot says its multi-adjustable headrests (front passenger) help reduce incidence of whiplash. Rear passengers (all three) have three-point seatbelts and the rear seating includes three child seat anchorage points.

The GT sedan features tyre pressure sensors.

Peugeot admits 508 shoppers are probably Euro-centric but the brand is hoping to attract owners out of Japanese options.

The 508 takes it up a notch, with fit and finish that rivals the likes of VW and pips the Japanese. The leather trim feels highest quality and the dash design is attractive and uncluttered.

Ride borders on soft, which suits the role of the 508 as a daily driver and weekend tourer. Its compliance turns up some roll but the car feels well-controlled and trip time is very comfortable, with generous seating up-front and user-friendly driver control interface. Like many Peugeots the 508's cabin design allows for lots of light, adding to the sense of space and the driver has good vision rearwards.

Somewhat distracting, however, was the small anti-theft system apparatus for the GT model, placed on the side of each A-pillar and right in line with this tester's sight. On the other hand, our (taller) co-driver didn't notice them.

No surprises the GT 508 was the more lively and agile of the models we drove. Handling is quick and the engine is strong from the outset, with a steady dose of power through to its upper reaches. It's also a quiet unit.

The 2.0-litre model possesses similar refinement to its GT stablemate. Response is good off the line and steering felt solid through National Park twists to the Yarra Valley. Both models are prone to understeer when pushed but otherwise the largish front-driver acquits itself well, even in wagon form.

The Touring model is the standout in the 508 lineup. Coincidentally, a Mondeo wagon was parked nearby the launch fleet and Peugeot's offering looked better styled; exposing the Ford's already dated appearance. The 508, oriented as it is to luxury buyers, is also more pleasant behind the wheel than the Mondeo.

The wagon 508 also appeals for its space. There's not as much footroom for rear passengers as in the sedan but headroom through to the rear is good, especially considering the sloping, shooting brake-style profile. Cargo space is not completely fold-flat due to the rear passenger headrests but close enough to manage, say, a bicycle or IKEA pack. Leg and knee room is decent for all passengers, in both models.

Peugeot wants to make a bigger market impact and the 508 will help. Dimensions are closer to mid-size competitors rather than its large car aspirations, and in terms of economics the best is perhaps yet to come in the cheaper and/or more efficient offerings in store. In the meantime the 508 stands for a worthy add to mid and large car shoppers' list of contenders.

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