Peugeot 508 RXH 2012 Review - International

What we liked:
>> Offroad traction
>> Fuel consumption
>> Quiet open road cruising

Not so much:
>> Sluggish overtaking response
>> Likely price premium
>> Numb steering

A new-found elegance coupled with diesel-electric hybrid technology and more luxury features highlights what 508 RXH designers say is a premium positioned -- or flagship -- model with the “ability to experience adventure”.

Designed to represent an upmarket move for the brand, the new Peugeot 508 RXH stays true to the core values of the French marque’s traditionally-designated models (those featuring a central zero) while at the same time bolstering the derivative model’s qualities.

Though not an acronym as such, Peugeot says that much like its RCZ sportscar the letters RXH have a loose definition where, in this case, the X represents four-wheel drive while the H represents hybrid.

In reality, this translates to an extension of those features found in 508 e-HDi, as well as a wider track (+40mm), forged 18-inch alloy wheels and an increase in ride height (+50mm). Wheel arch extensions and additional sill and bumper panel mouldings hint at an offroad attitude, while satin chrome inlays and HYbrid4 badging signal the car’s upmarket, eco-savvy personality.

Like the newly released Peugeot 208; and Mitsubishi ASX-based Peugeot 4008 the 508 RXH features feline-inspired styling cues, including ‘lion claw’ tail lamps, cat eye headlamps and striking floating grille.

While local pricing is still a long way off, 508 RXH’s equipment list is likely to change little between now and its post-homologation Australian launch date (likely Q4 2012).

That means a single high-grade model will include such features as a panoramic glass roof, keyless entry, colour head-up display, xenon headlamps, an electronic parking brake, revised satellite navigation telematics (controlled by a mouse-like controller Peugeot has dubbed ‘manettino’) and a Bluetooth-compatible JBL premium audio system.

Quad-zone climate control is offered as standard, as is laminated rear side glass, electrochromatic rear-view mirror, cruise control, a motorised tailgate and massaging driver’s seat.

The interior decor is finished in a dramatic blend of light-coloured alcantara leather (available in full or half-leather guise on overseas models), copper, brushed aluminium and shaded lacquers in a exclusive theme known as Calern Brown.

HOW MUCH?
In the UK, the Peugeot 508 Allure 2.0 e-HDi SW is priced from £26,725, the Peugeot 508 GT 2.0 HDi SW from £30,275 and the new Peugeot 508 RXH 2.0 e-HDI SW from £33,695. Respectively, Australian pricing for the first two models corresponds to $45,990 and $55,990 with the 508 RXH yet to be announced.

Given the premium charged for the high-riding model in the UK, it is likely that the Australian model will retail for just south of $60,000.

Our test model was optioned with Pearl White paint (£775) and Peugeot Open/Go system Keyless Entry with Stop/Start (£350).

For the money, Peugeot 508 RXH will likely compete against Audi A4 Allroad, Skoda Octavia Scout, Subaru Outback Diesel, Volkswagen Passat Alltrack and Volvo XC70.

Combining a 2.0-litre e-HDi FAP turbodiesel four-cylinder developing 120kW/300Nm up front with a part-time electric motor outputting 27kW/200Nm at the rear, the Peugeot 508 RXH offers a combined maximum delivery of 147kW/450Nm.

The numbers don’t exactly add up. But Peugeot insists these values guarantee traction in “most” driving conditions, adding that it will help all-wheel-drive wagon buyers to “comfortably go much further than ever before”.

The added value of the electric motor at the rear wheels -- which Peugeot refers to as HYbrid4 technology -- means that despite all the huff and puff up front, an impressive fuel consumption average of 4.2L/100km is achieved on the NEDC combined cycle. CO2 emissions are “less than” 109g/km thanks to a completely silent all-electric mode.

A quartet of driving modes (Zero Emissions Vehicle, 4WD, Sport and Auto) see drive transmitted to all four wheels via a six-speed electronically-controlled (EGC) transmission at the front and electronic arrangement at the rear. Peugeot claim a 0-100km/h time of 9.5 seconds and a top whack of 213km/h.

Suspension duties fall to a psuedo MacPherson strut (fore) and HYbrid4-specific multi-link (aft) arrangement, elevated for additional ground clearance (+50mm). This takes 508 RXH total clearance height to 184mm. Approach and departure geometry is 15.6 and 19.8-degrees respectively.

Behind 18-inch alloys, Peugeot 508 RXH utilises the same larger-diameter four-wheel disc brakes found on 508 GT (340mm x 290mm). Electrically assisted steering sees 508 RXH complete a turning circle of 11.8 metres with 2.8 turns lock-to-lock.

Aside from the increase in track and ride height mentioned earlier, Peugeot 508 RXH is essentially unchanged from the car’s derivative version. As such, the wagon measures in at 4823mm in length, 2068mm in width and 1525mm in height, while riding on a 2817mm wheelbase. It tips the scale at a considerable 1910kg, 200kg of which is attributed to the electric drive system and rear-mounted Ni-MH battery pack.

Minor decor changes, centred around Peugeot’s 'multiplex' centre stack and additional LED backlight lift the cabin’s ambience notwithstanding, the car’s indoors are geometrically identical.

Cargo space totals 423 litres to window height with the rear seats in place, extendable via a 60:40 split-fold backrest.

There’s little sensation of the shift from front- to rear-wheel-drive in these times of transition, which is a credit to the car’s overall driveline refinement, essentially disguising the shortcomings of the eco-biased robotised manual (or EGC transmission - electronic gear controller - in Pug talk).

The EGC transmission, while perhaps not as smooth as a traditional epicyclic automatic, is decisive and far smoother than some examples of this technology found elsewhere. It also works well in 4WD mode to deliver capable traction on what it has to be said was sodden terrain.

Unfortunately, in spite of its mostly smooth delivery, 508 RXH feels every bit of its 1900-odd kilograms, and is slow to crescendo when called upon to overtake. It’s not so much a bother when tootling around town, but does little to inspire on the open road.

The steering, like 208 and 4008 before it, is Novocain numb to the touch, despite being direct of action and reasonably well weighted. The suspension, too, can feel brittle over hard surface bumps and potholes but, strangely, appears to offer adequate compliance for brief offroad jaunts -- and manages to maintain sufficient body control for 508 RXH’s intended purpose.

Although our time with 508 RXH was brief, the model did prove itself to be a competent blend of tree-hugging eco-warrior, offroad adventurer, and stylish family wagon. If you’re looking to make a statement in any one of these avenues, then it’s well worth holding out until the end of the year for a test drive.