By Nadine Armstrong, carsales.com.au

Saving the planet doesn’t always have to cost the earth. The Mitsubishi Outlander plug-in hybrid, in entry-level ES model grade, is a perfect example of this, providing a budget-friendly gateway into the future of battery-electric motoring.

With a pared-back list of standard equipment and a spacious cabin, the most affordable Outlander PHEV prioritises practicalities and safety over high-tech creature comforts, making it an attractive proposition for budget-conscious families.

Let’s find out why.

Range finder

The recently updated 2023 Mitsubishi Outlander range offers a wide range of models, with 13 different variants available across five trim levels: the entry-level ES and LS models, mid-spec Aspire and Exceed and the flagship Exceed Tourer.

Then there’s the choice of either having two-wheel drive (in ES, LS and Aspire model grades) or all-wheel drive (across all five trim levels) with a conventional petrol engine, or the exclusively all-paw plug-in powertrain with a petrol engine linked to two electric motors.

All ES models are only available with a five-seat configuration, while all other model grades (with the petrol engine) feature a 5+2 seating arrangement with an additional third row that can be used for occasional transport of extra passengers.

The Outlander PHEV can only be had in four model grades with the ES and Aspire offered only as five seaters, while the higher spec Exceed and Exceed Tourer comes standard with the 5+2 set-up.

Pricing for the Outlander PHEV models start at $56,490 plus on-road costs for the ES model we’re testing here, and top-out at $70,990 (plus ORCs) for the flagship Exceed Tourer.

That’s a sizeable premium ($16,750 in the case of the ES) over the equivalent petrol-powered models, but it can be offset by the Federal Government’s Electric Car Discount policy that eliminates fringe benefits tax for electric and plug-in hybrid vehicles that cost less than the $89,332 luxury car tax threshold.

This can create a significant reduction on the price of weekly payments, and makes leasing an EV or PHEV more attractive and financially viable.

That said, the Outlander PHEV is almost in a league of its own with the MG HS EV+ the only other mid-size SUV offered in Australia with a plug-in hybrid powertrain. There are other options that a larger, like the Kia Sorento PHEV, and smaller such as the BMW X2 that just sneak under the FBT exemption ceiling.

All the basics

The second-generation Mitsubishi Outlander’s exterior design is more modern and distinctive than its predecessor with good proportions. And the plug-in models, including the ES, are easily identified by the PHEV badging on its flanks and the tailgate.

The Outlander ES rides on 18-inch alloys, while a rear spoiler, LED headlights and daytime running lights are standard, as are manually adjusted front seats with cloth trim, dual-zone climate control and a rear-view camera.

Strangely though, considering it has a push button start function, the Outlander ES misses out on keyless entry, which proved to be hassle having to search for the key fob in a handbag packed to the brim. Few omissions cut that deep when you’ve got your hands full wrangling the kids.

Despite being the cheapest model in the plug-in range, the Mitsubishi Outlander ES equipment list is, otherwise, satisfactory.

The 2023 Outlander is backed by Mitsubishi’s 10-year/200,000 kilometre warranty (as long as you service with Mitsubishi) with service intervals at 12-months or 15,000km.

Mitsubishi’s 10-year capped price servicing schedule sees owners pay $1845 for five years or $5090 after 10 years and the Outlander’s battery pack is covered by an eight-year/160,000km warranty.

Simply spacious

Mitsubishi’s cheap and cheerful reputation leans towards the latter in this instance – especially in this entry-level ES.

While it feels well built, with excellent fit and finish, the cabin is a little drab. The manual-adjust cloth seats and matching door trims somewhat soften the tactile elements of the cockpit, but they cannot mask the swathes of low-brow plastics and robust vinyl elsewhere throughout.

The ergonomics are spot-on though with plenty of adjustment in the driving position, and you’ll find two cup holders, large in-door storage, a lidded armrest and centre console oddment storage with access to USB-A and -C charge points as well as a 12-volt outlet.

The second-row seating is elevated, providing good outward vision and the seats are comfortable and offer enough space for three occupants. The fold-down centre armrest doubles as a thru-load to the boot, which feels a little untidy.

There are two ISOFIX positions and three top tether anchors for child restraints, the middle one extending from the roof. There’s a light, two directional air vents and seat back pockets, but no charge outlets.

The manually operated tailgate reveals a sizeable 478-litre boot that grows to 1461 litres with the second-row seats folded flat (but not entirely so) which can easily be done from the boot.

There’s a light, two bag hooks, a 12-volt outlet and four anchor points, though the cargo cover of higher-spec models is missing. All PHEV models have a tyre repair kit in place of a spare tyre.

Upgraded safety

Following the initial launch in 2022, Mitsubishi has upgraded the Outlander range for 2023 with additional safety features added to the ES model that include automatic high beam headlights, autonomous rear braking and rear cross-traffic alert.

These are on top of the previously standard suite of active features that consists of autonomous emergency braking with pedestrian and cyclist detection, emergency lane assist, lane-departure warning and lane-keep assist, blind-spot warning, traffic-sign recognition and driver attention alert.

The airbag count includes dual front and side, curtain, front centre and driver’s knee, which helped the Outlander score a maximum five-star ANCAP safety rating in 2021.

No frills tech

As we’ve already outlined, the Outlander PHEV ES is a no-frills package. But it has the basics covered.

The 9.0-inch touchscreen display in the centre of the dash incorporates AM/FM/DAB+ digital radio through a six-speaker audio system, has sat nav, Bluetooth connectivity and smartphone mirroring for Apple and Android devices.

There’s also a reversing camera with front and rear sensors, but the screen resolution feels old and well behind the competition. The 360-degree camera found in higher-spec models would be a handy addition.

The larger 12.3-inch digital instrumentation display is a higher quality and showcases the efficiency values of the powertrain – such as highlighting the energy flow between the engine, electric motors and the battery pack – in easy-to-understand graphics.

Triple treat

The 2023 Mitsubishi Outlander PHEV ES combines a 2.4-litre naturally-aspirated four-cylinder engine with two electric motors – one on the front axle and one on the rear.

The engine, on its own, produces just 98kW and 195Nm but when linked with the additional 85kW from the front motor and 100kW from the rear motor, the Outlander has a combined maximum output of 185kW and 450Nm – making it the most powerful version in the range.

Drivers can choose between four operating modes – Normal, EV, Save and Charge – to adjust how the engine, electric motors and battery interact with each other. The Normal setting is a simple set-and-forget mode that allows the computers to optimise the balance, while EV switches off the petrol engine completely. The Save mode does the opposite and shuts down the electric motors to conserve the battery charge for when it is required and the Charge mode will use the engine and regenerative braking to replenish the battery while on the move.

Speaking of which, the power of regenerative braking – which uses the wasted energy under deceleration to create electricity back into the battery – can be tailored through six levels, with the maximum setting providing one-pedal driving, meaning the vehicle will come to a complete standstill without using the conventional brake pedal.

The numbers game

The 2023 Mitsubishi Outlander PHEV produces some impressive numbers.

With a bigger capacity 20kWh lithium-ion battery pack (up from 13.8kWh in the previous model) and a larger 56L fuel tank (up from 45L), Mitsubishi claims the Outlander can travel for around 1000km between re-fills.

The bigger battery also improves the EV-only driving range to 84km, which is more than double the average daily commute for Australians and contributes to its remarkable claimed average fuel consumption of just 1.5L/100km.

But that lab-based test figure doesn’t quite represent the real world. During our road test period, we recorded an average city-based consumption of around 7.0L/100km.

However, if you recharge the battery every day then it is possible. And it’s not that difficult either, as Mitsubishi claims the Outlander’s battery can be replenished between 0-80 percent on a DC charger in around 38 minutes, or fully charged in just over six hours (overnight) on a 7kW home charger.

Mitsubishi also has the clever ‘Dendo Drive House’ which is a bi-directional charging system. Using the car’s CHAdeMO port the Outlander’s own power can be used to power a house or flow back into the grid.

Driving forward

The problem with plug-in hybrids (and fully electric cars) that counteracts the goal of efficiency is the added weight of the electric motors and heavy battery pack.

And it is especially noticeable in the Mitsubishi Outlander PHEV, which tips the scales at 2020kg, particularly when you’ve run out of electrons and need to rely solely on the petrol engine.

On the upside, the Outlander PHEV’s heft sits planted on the road and with all the electric assistance on offer it delivers surprisingly spritely response. The power delivery is immediate and the transition between EV and petrol power is seamless. Put simply, the Outlander PHEV is fuss-free driving.

Drive modes of Tarmac, Gravel, Snow and Mud as well as 199mm of ground clearance and decent approach (18deg) and departure (21.9deg) angles suggest the Outlander PHEV is in fact ready to head off the beaten track if you want to channel your inner Russell Coight.

The ride is both quiet and comfortable as the ES’s 18-inch wheels and higher-profile tyres work well on mixed suburban surfaces with little compromise to overall handling.

Confined to the suburbs and family duties (think school runs, sporting carpool and Vintage Cellars), the Outlander PHEV feels right at home. There’s a bit of play in the steering, but it’s light and easy to manoeuvre around town and parking its near five-metre footprint is a breeze. The Outlander PHEV wins many votes for ease of use.

All Mitsubishi Outlander PHEVs are capable of a braked towing capacity of 1600kg.

For the fleets

Priced to match its entry-level specification the Mitsubishi Outlander PHEV ES is a compelling package. While not perfect, the basics are done well.

The spacious cabin is family-friendly with solid ergonomics and robust fit and finish but doesn’t sparkle nor is it loaded with creature comforts.

The powertrain is impressive and can be ultra-efficient when used properly with an excellent EV-only driving range, and it drives nicely without excelling in any particular way.

All said, the Mitsubishi Outlander PHEV ES is a perfect stepping stone on the path to an electrified future, particularly for business fleets or those eligible for a novated lease.

2023 Mitsubishi Outlander PHEV ES at a glance:

Editor’s Rating: 7.7/10

Price:  $56,490 (plus on-road costs)	Battery: 20kWh lithium-ion
Available:  Now	Range: 84km (NEDC)
Powertrain:  2.4-litre four-cylinder plug-in hybrid	Fuel: 1.5L/100km (NEDC)
Output: 98kW/195Nm	CO2:  35g/km (ADR Combined)
Combined output: 185kW/450Nm	Safety rating: Five-star (ANCAP Year 2021)
Transmission: single-speed reduction

 

Disclaimer: Images supplied by Carsales.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Scott Newman, carsales.com.au

The new age of electrification is redefining some of the most iconic automotive brands, including America’s off-road specialist Jeep.

You only have to look at the Grand Cherokee range to see how rapidly the car industry is evolving. In its previous generation, the hero of the range was the Trackhawk variant, a supercar on stilts powered by a bonkers 6.2-litre supercharged V8 that produced 522kW and guzzled petrol like Jim Belushi on a bender.

Now, less than a decade later, the flag bearer for the all-new, fifth-generation Grand Cherokee range is a frugal plug-in hybrid with a fuel-sipping 2.0-litre turbo four-cylinder supported by an electric motor and battery pack.

Oh, how times have changed!

But Jeep claims the 2023 Grand Cherokee Summit Reserve 4xe (to give it the full name) is more capable and versatile than ever.

But does that mean it’s the one to buy? Let’s find out.

The pinnacle

The Grand Cherokee 4xe plug-in hybrid is exclusively reserved for the top-spec Summit Reserve model grade, which makes it the most expensive variant at $129,950 plus on-road costs. That equates to a $31,450 premium over the five-seat Overland and costs $10,500 more than the standard seven-seat Summit Reserve L with a conventional V6 engine.

It also positions it against some heavy hitters available with a plug-in powertrain, such as the Range Rover Velar (from $131,475), the Volvo XC90 Recharge (from $125,990), the BMW X5 xDrive 50e (from $149,900) and the recently-released Mazda CX-90 Azami Takumi (from $100,935).

Possibly the 4xe’s main competition, however, in both price and positioning, is the forthcoming Land Rover Defender PHEV, which starts from $126,275 plus ORCs.

Fully loaded

The 2023 Jeep Grand Cherokee 4xe is packed to the gunnels with equipment, including 16-way adjustable quilted front seats (with massage), heated and ventilated front and rear seats, quad-zone climate control, a panoramic sunroof, 21-inch wheels and auto LED headlights.

Not everything is included, however, with white paint the only one of the seven colours not to attract a $1750 surcharge.

An optional $5500 Advanced Technology Group also groups together a head-up display, wireless phone charging, night vision and a front passenger display. The latter two you could quite easily go without, but charging extra for the former is a little rough at the price point.

Jeep offers a five-year/100,000km warranty, though the battery is covered for eight years/160,000km, and servicing will cost you $399 a pop for the first five visits, required every 12 months or 12,000km.

Each time you complete a scheduled service at an authorised dealer, Jeep will extend your free roadside assistance for another 12 months for the life of the vehicle.

Reservations

One of the highlights of the new-generation Jeep Grand Cherokee is the quality and design of its cabin, especially in the range-topping Summit Reserve model grade.

It is a massive step-up from the previous model, and offers a genuine sense of luxury thanks to its mixture of quilted leather trim, real wood panels, real metal for the knobs and switches, all the toys.. and there’s acres of space, too.

It makes for a great family hauler as there’s acres of room in the second row and a super-sized boot as well, so there should be few issues fitting in all the gear on a holiday.

Unfortunately, while there are noticeable improvements, the interior still falls short of established luxury car rivals with plenty of hard, scratchy plastic panels, uneven gaps in the wood panelling and some bits feel flimsy and cheap.

As mentioned earlier, this is a car that goes up against the likes of the Range Rover Velar, Volvo XC90 and BMW X5 and it doesn’t stack up.

Screen time

If you want to drive a mobile cineplex, then opt for the Advanced Technology pack in the Jeep Grand Cherokee 4xe as it comes with five (yep, five) digital screens.

The primary one is a 10.1-inch infotainment display in the centre of the dash with wireless smartphone mirroring, digital radio, voice control and embedded sat-nav. It plays through a 19-speaker McIntosh stereo.

Next up is the 10.25-inch digital instrument display which can give you all the information you could possibly want and more… though navigating through the various menus and finding the info you’re after will take a bit of practice.

Then there’s the head-up display, though it isn’t immediately obvious how to turn it on, as well as the digital rear-view mirror, which uses a camera feed in case the regular mirror is obstructed by luggage or the rear passengers, and the front passenger display, which allows them to run the navigation or audio or even watch video via HDMI input.

The 4xe features Jeep Uconnect services which, like most of these connected service systems, enables you to control various vehicle functions via your mobile phone or smart watch, as well as finding its location, sending navigation instructions and more.

Star of the show

The 4xe model has excellent safety credentials and is the only five-seat Jeep Grand Cherokee to score a five-star ANCAP rating.

Occupants are protected by eight airbags and the 4xe features a comprehensive suite of active safety systems including active cruise, autonomous emergency braking, lane assist and speed assist, as well as a 360-degree camera and automated parking assistance.

New horizons

The Jeep Grand Cherokee 4xe is the brand’s first plug-in hybrid SUV and, as such, it replaces the ageing 3.6-litre V6 in the regular models with a 2.0-litre turbocharged four-cylinder petrol engine that, alone, produces healthy outputs of 200kW and 400Nm.

However, it also features a 100kW/265Nm electric motor with a 17.3kWh battery pack that boosts the maximum combined outputs to 280kW and 637Nm.

All four wheels are driven through Jeep’s Quadra-Trac II system and the gearbox is an eight-speed automatic.

Fuel for thought

Jeep claims the battery pack provides up to 52km of electric-only driving range in the 2023 Jeep Grand Cherokee 4xe.

Claimed fuel consumption is a fictional 3.2L/100km, a number that’s a quirk of the testing procedure rather than a realistic figure, which we’ll come to later.

New Resolutions

While the Grand Cherokee 4xe doesn’t pretend to be a muscle car replacement for the Trackhawk, it does resolve one of the biggest shortcomings in the regular models thanks to its significant increase in torque.

The 4xe’s petrol four alone is an improvement thanks to its much stronger low- and mid-range grunt, and when the electric motor chimes in this 2.6-tonne SUV can accelerate quite briskly.

All in all, the combined powertrain delivers effortless performance but, while it is both more powerful and fuel-efficient than the V6, the efficiency gains are not as significant as the official number suggests.

The press launch route covered around 200km of primarily country back roads with a smattering of urban, freeway and twisty sections thrown in, which resulted in a displayed fuel consumption of 11.7L/100km.

Given almost 70km of those were completed with electric power – starting with a full battery as well as energy regenerated during the drive – the engine is working very hard when it is active, to the tune of almost 18L/100km.

In its defence, a plug-in hybrid will do its best work in an urban environment, completing the school run and commute on electric power alone and with plenty of opportunity for regenerating power under braking or sitting in traffic with the engine off.

However, it also illustrates that over long distances when the battery assistance quickly runs out the Grand Cherokee 4xe is going to drink fuel – and a lot of it. And that’s without putting a caravan or boat on the back.

That aside, the 4xe retains the Grand Cherokee’s generally pleasant road manners.

By the standards of off-road-capable SUVs, it handles and steers well. And while the 4xe floats over most bumps nicely, there’s a brittle, unsettled edge to the ride on poorer surfaces which is presumably down to the larger 21-inch rims.

Off the beaten track

Like every Jeep model, even one designed primarily for the urban jungle, the Grand Cherokee 4xe carries all the off-roading hallmarks the brand is renowned for.

The obvious question to ask is who will go bush-bashing in a $130,000-plus SUV on 21-inch wheels? Jeep’s response is that 90 per cent of its buyers like to know they can, even if they don’t.

That might sound slightly strange but it’s a valid point. Just as Porsche and Ferrari and McLaren owners pay vast sums of money for massive power and racetrack prowess they may never use, Jeep says its customers are happy to have the knowledge that the car can climb mountains even if it never goes further off-road than the local footy oval.

As such, the 4xe has Jeep’s Quadra-Trac II system with low range and a locked centre diff, as well as air suspension to provide up to 276mm of ground clearance, which significantly improves approach, departure and breakover angles.

The off-road route provided on the launch wasn’t in the least bit taxing, though completing it on electricity alone was novel. And for all its smarts and multiple drive modes, the 4xe is only going to go as far as its road-spec tyres allow it.

Tow down

Maximum towing capacity in the 2023 Jeep Grand Cherokee 4xe has decreased slightly from the V6’s 2813kg to 2722kg.

In both cases, that is significantly lower than the 3500kg its predecessor was capable of, which will limit its popularity among caravaners. But perhaps a bigger issue is the 4xe’s 3110kg gross vehicle mass (GVM) and 5442kg gross combined mass (GCM).

Let’s say you need to tow 2700kg. If you subtract that and the 4xe’s 2536kg mass from the GCM you’re left with just 206kg for passengers and luggage. Less, in fact, as that 2536kg figure is a tare weight, not kerb. Realistically, 2500kg is going to be your maximum.

The other issue is that of fuel consumption. While this is somewhat theoretical as we didn’t have a chance to tow at the launch, our unladen experience suggests the battery assistance is going to run out extremely quickly, giving the 2.0-litre turbo four a hell of a job to do.

Should I buy a Jeep Grand Cherokee 4xe?

It’s difficult to pin down exactly what the 2023 Jeep Grand Cherokee 4xe is good at.

The brand is right in that no other vehicle currently offers the same combination of hybrid efficiency, towing capability and off-road prowess – at least until the Land Rover Defender PHEV arrives. But that’s a very narrow window to look through.

As a suburban family runabout (and used properly with regular charging), the hybrid drivetrain offers tangible performance and efficiency benefits. But when towing or on the open road, it seems there’s little improvement in terms of fuel economy over the V6, though the turbo engine’s torque will certainly make life easier.

That said, a diesel Defender will tow far more with greater ease and less fuel.

Similarly, if you have your heart set on an efficient premium SUV, then its rivals are better to drive, have better quality interiors, are more comfortable and come with similar or better performance and efficiency. And seven seats, in a couple of cases.

On paper, plug-in hybrid technology expands the Jeep Grand Cherokee’s skillset but in reality it seems to pose more questions than it answers.

2023 Jeep Grand Cherokee 4xe at a glance:

Editor’s Rating: 6.8/10

Price:  $129,950 (plus on-road costs)	Battery: 17.3kWh lithium-ion
Available:  Now	Range: 52km (NEDC)
Powertrain:  2.0-litre four-cylinder turbo petrol-electric	Energy consumption: 33kWh/100km (NEDC)
Output: 200kW/400Nm	Fuel:  3.2L/100km (NEDC)
Combined output: 280kW/637Nm	CO2: 74g/km (NEDC)
Transmission: Eight-speed automatic	Safety rating: Five-star (ANCAP 2022)

 

Disclaimer: Images supplied by Stellantis Australia.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Sam Charlwood, carsales.com.au

Peugeot is struggling to find its place on the Australian new car landscape. The French brand, renowned for creating some of the most playful hot hatches and comfortable sedans, has fallen into the shadows as consumers moved away from conventional machines to SUVs as the default choice for Aussie families.

It has joined the trendsetters and tried to play on its European heritage as an alternative to established German luxury rivals by trading on a mix of Parisian style and high specifications. But it hasn’t gained much traction.

Now, Peugeot hopes to gain attention for moving quickly into the new era of electric cars with the arrival of its first battery-electric passenger vehicle, the e-2008 compact SUV.

The urban runabout has launched just weeks after the company’s e-Partner light commercial van, with Peugeot promising it offers consumers something different, mixing unique design elements and practicality with thrifty real-world EV efficiency.

So, let’s find out if it delivers…

Right time?

The 2023 Peugeot e-2008 arrives in Australian showrooms at a time when it has already been superseded in Europe by a facelifted model, indicating that early adopters may be left short-changed within the next 12 months by a car that offers a bigger battery and an extended driving range.

Either way, they will have to fork out a fair chunk of cash to get into the e-2008, which is offered in a single specification that costs from $59,990 plus on-roads, or $65,455 drive-away.

The price tag means the electrified version commands a $16k premium over the most expensive model with an internal combustion engine, the 2008 GT that’s priced from $42,397 (plus ORCs).

Peugeot Australia originally indicated the e-2008 would be limited in allocation, however company officials have told carsales they have enough supply to match demand this month.

Peugeot Australia says its strategy was always to launch with the pre-facelift model. It plans to introduce the updated version “sometime in 2024”.

As Australia slowly adapts to electric vehicles, direct alternatives to the e-2008 are still relatively thin on the ground. There’s the new Hyundai Kona Electric fast approaching, and the related Kia Niro EV is already available from $66,590 plus on-road costs.

At the entry level of the market there’s the BYD Atto 3 (from $48,011 plus ORCs) and MG ZS EV (from $47,337 drive-away), while at the other end of the scale, our reigning carsales Car of the Year, the Kia EV6, is another potential rival with prices beginning at $72,590 plus ORCs.

Full of goodies

Peugeot has jammed the e-2008 with every filling on the table.

Like the GT trim level, the generous list of standard equipment includes 18-inch alloy wheels, keyless entry with push-button start and proximity locking, heated front seats, power-adjustable driver’s seat with massage function, gloss-black trim, adaptive LED headlights and ‘triple claw’ rear LED taillights.

The $60K-plus purchase price, however, doesn’t get you a powered tailgate.

There are six different paint colours to choose from with Orange Fusion the only no-cost option, as the remaining metallic and premium options add $690 and $1050 respectively.

The Peugeot e-2008 is covered by a five-year/unlimited-kilometre warranty in Australia. A separate eight-year/160,000km fixture covers the e-2008’s battery.

A five-year service plan for the e-2008 will set buyers back $1000, according to Peugeot Australia – almost half the price of an internal-combustion 2008.

What’s more, servicing is set at generous 12-month/25,000km intervals.

Safety first

Helping to justify its price, Peugeot has also included a comprehensive suite of advanced safety features as standard equipment in the e-2008.

On top of protecting its occupants with six airbags, it has autonomous emergency braking (AEB) with pedestrian and cyclist detection, forward collision warning, multi-collision braking, adaptive cruise control with stop-and-go function, traffic sign recognition, driver attention alert, lane departure warning and blind spot detection.

Additionally, there’s an acoustic system that generates sound at low speeds for pedestrian safety.

The Peugeot e-2008 doesn’t carry an official ANCAP safety rating, however the regular 2008 was awarded a five-star score back in 2019. Note that the testing protocols back then were much less stringent than they are today.

Digital renders

The Peugeot e-2008’s digital technology extends beyond safety and into the cockpit with a twin screen set-up that takes care of the infotainment and replaces traditional dials in the instrument cluster.

The 10-inch touch screen display sits on top of the dashboard and incorporates DAB+ digital radio, sat nav and smartphone mirroring for Apple and Android mobile devices. It is accompanied by a bank of piano keys and hard-wired switchgear underneath it.

Curiously, the e-2008 misses out on wireless phone charging but covers most other bases where technology is concerned and is supported by a separate 10-inch digital instrument cluster with a head-up display on the windscreen.

Quality streets

Along with its new technology, the cabin of the e-2008 offers a pleasant upmarket vibe headlined by premium materials and swish displays.

The Spanish-built soft roader feels refined and beautifully built, with no squeaks or rattles on our test car, and presents its occupants with a host of unique design touches.

The e-2008 persists with Peugeot’s much-vaunted i-Cockpit display, which combines a tiny, low-set steering wheel and high-set instrumentation that it claims improves vision for the driver by reducing the time it takes to re-focus on a conventional instrument cluster.

It sounds nice in theory, but, in reality, the ergonomics just don’t feel right to this writer; the wheel inadvertently obstructs some of the instrumentation and can never be positioned high enough to really cultivate that ‘in-the-car’ feeling.

Rather, you often feel like you’re sitting on top of it, with the steering wheel in your lap.

Still, there is excellent vision through the extensive glasshouse and the comfortable front seats have plenty of adjustment to suit most drivers.

We do appreciate the bank of hard-wired buttons and switchgear beneath the centre touch screen, offering relatively easy access to adjust functions like the climate control while on the move and eliminate the need to dig through touch-screen sub-menus.

The rest of the infotainment is heavily screen-biased in its operation.

As for the rest of the package, the e-2008 offers roomy door pockets and cupholders large enough for 1L bottles but it lacks storage for smaller items like your wallet.

Because the e-2008 is adapted from a conventional petrol-powered vehicle, it maintains a physical transmission tunnel as part of its structure. As such, the second row offers moderate room for little ones or a couple of adults on short journeys, with separate power outlets but no rear air vents. ISOFIX attachment points on the outbound pews combine with three top-tether strap points for child restraints.

At the rear, the boot provides 434-litres of cargo carrying capacity, which extends to 1467L with the 60/40-split folding rear seats stowed.

Unlike the regular Peugeot 2008, which is fitted with a space-saver spare tyre, the e-2008 has a tyre inflation kit (on account of batteries fitted underneath).

Power point

The 2023 Peugeot e-2008 is powered by a 100kW/260Nm electric motor fed by a 50kWh lithium-ion battery pack, a modest set-up considering many EV batteries are now approaching double that capacity.

In terms of recharging, Peugeot says the e-2008’s battery can be fast-charged from 0-80 per cent in around 30 minutes when using DC power. Maximum charging capacity is rated at 100kW, which is down against segment leaders.

Hook it up to an 11kW AC wall box and the downtime is increased, charging from empty to 100 per cent in about five hours, or 7.5h at 7.4kW.

Based on Peugeot’s specific e-CMP platform, the e-2008 rides on a pseudo-MacPherson strut front suspension configuration with a deformable cross member arrangement at the rear.

Whereas regular ICE versions of the 2008 list a 1200kg braked towing capacity, Peugeot says the e-2008 isn’t compatible with towing.

Charging forward

The carmaker claims the 2023 Peugeot e-2008 will travel 328km on a single charge using the WLTP method.

We found that claim to be largely achievable based on our very short preliminary drive, with a predicted range of 322km upon setting off, and roughly 250km of range remaining after a circa 70km drive loop.

It is worth noting the facelifted version of the e-2008 launched in Europe offers an increased battery capacity of 54kWh plus a superior 115kW of power, combining to yield both an increase in performance and a better 406km effective range.

Wrong turn

Like the brand itself, the Peugeot e-2008 delivers a rather forgettable driving experience.

During our brief road test, it was immediately obvious that Peugeot’s first dedicated electric SUV in Australia has been tuned to suit European roads more than ours.

It is serenely quiet and supple on billiard-table-smooth roads and at highway speeds, and the light steering makes it effortless to manoeuvre around town.

But that’s about where the plaudits end for the e-2008’s dynamic character. Put simply, the 2008 EV simply doesn’t cut the mustard from a dynamic standpoint, afflicted by poor body control and excessive roll partly due to its slabby 1.6-tonne kerb weight.

The electric drivetrain is blunted by its weight, struggling for motivation when brisk overtaking moves are required and offering languid progress out of slower corners.

Additionally, the brake pedal action is long and inconsistent – a simple yet annoying gripe that takes us back to EVs from 10 years ago. What’s more, a lack of regenerative braking paddles means the e-2008 lacks the on-the-go braking adjustment of its contemporaries (fitted only with a solitary ‘B’ mode, which is quite aggressive).

The combined result of these features on pockmarked surfaces commensurate with much of Australia’s road network is a ride that feels inherently busy, with thudding and occasional jolting over obstacles combined with a tendency for the rear to skip through mid-corner bumps.

From a handling perspective, the chassis never quite settles through faster corners either. It lacks control and feels disjointed from the driver’s seat, characteristics that are certainly not in keeping with the e-2008’s $60K sticker price.

Compared with the delightful three-cylinder thrum and inherent lightness of the regular petrol-powered 2008, the e-2008 feels comparatively heavy and lacks the balance that Peugeot has become renowned for.

Peugeot is certainly not alone with this transition to electric technology, but in our minds the EV doesn’t match the petrol-powered 2008 from a handling standpoint, or in other areas such as ease of use.

And despite the reputation that EVs accelerate harder than conventional versions, the e-2008 isn’t that much quicker than the three-pot petrol models when launching from a standstill to 100km/h (9.3sec for the ICE version, 9.0sec for the EV).

The verdict

If you specifically want a battery-powered French SUV, then the Peugeot e-2008 is you’re only option at the moment.

In our minds, there are better choices to be made for EV enthusiasts than the 2023 Peugeot e-2008, especially considering its $65,000 sticker price once on-road costs are factored in.

Moreover, the regular petrol-powered Peugeot 2008 is a more convincing package, with additional range (albeit laced with CO2 tailpipe emissions), lighter dynamics and a much cheaper purchase price.

Yes, the progression to electric vehicles is inevitable. But the e-2008 has quite a few wrinkles that need ironing out.

2023 Peugeot e-2008 at a glance:

Editor’s Rating: 6.5/10

Price:  $59,990 (plus on-road costs)	Battery: 50kWh lithium-ion
Available:  Now	Range: 328km (WLTP)
Powertrain:  Single permanent magnet synchronous motor	Energy consumption: 16.1kWh/100km (WLTP)
Output: 100kW/260Nm	Safety rating:  Not rated
Transmission: Single-speed reduction gear

 

Disclaimer: Images supplied by Stellantis Australia.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.

By Alexandra Lawrence, carsales.com.au

The Fiat 500 is a big car in Europe. No, the retro-cute, city-sized hatchback isn’t physically any larger, but it is hugely popular among urban trendsetters in fashion-focused cities like Milan, Paris, London, and Rome.

In Australia, our continued love affair for large cars – converting from traditional sedans to SUVs and dual-cab utes over the last decade – has meant the born-again cinquecento (literally 500 in Italian) hasn’t taken off here in the same way.

But Stellantis, Fiat’s parent company, has introduced a fully electric version of the adorable city car to Australia, which it hopes will be more aspirational among forward-thinking city-slickers than the petrol-powered versions have done.

The all-new Fiat 500e isn’t cheap though, starting at $52,500 plus on-road costs. So, can this Bellissima Italian justify such a big price tag?

If you love the look, then you’re more than halfway there.

Prima-donna

The all-new 2023 Fiat 500e hatchback is offered in Australia in a single high-grade La Prima specification that costs from $52,500 plus on-road costs.

For that money, Fiat says you’ll get 311km of driving range from a 42kWh lithium-ion battery, as well as loads of equipment in the tiny four-seater city car.

Fiat Australia is adamant it won’t undercut the La Prima version with the more affordable 500e City Range variant that features a smaller 24kWh battery, as seen in the UK. And a rag-top convertible version of the 500e appears to also be off the cards for the time being.

However, the Italian brand has confirmed a high-performance Abarth 500e is coming, which should be fun.

While the 500e is likely to be a niche player in Australia, Stellantis is hoping the first electric car from its Italian brand can replicate some of its European success - it sold 70,000 of the pint-sized electric Fiats last year alone, making it the conglomerate’s best-selling global EV.

Personality plus

Buyers might have only one model grade to choose from with the 2023 Fiat 500e, but there are plenty of colour options and accessories that can personalise the vehicle.

The standard Ice White paintwork is the only no-cost colour, while Ocean Green, Onyx Black, and Rose Gold cost an extra $700, while Celestial Blue commands a whopping $1600 premium.

The only caveat is that it might be tricky to get the colour you want… unless you want black, white, or pink.

That’s because Fiat stopped producing the gorgeous Celestial Blue in June 2023, then canned Ocean Green the following month, both of which we saw (and loved) in the metal at launch.

Meanwhile, a Mineral Grey option also appears on the spec sheet, but production of that colour also ended in June when Fiat announced it would stop producing grey cars, so those three colours will be much more difficult to come by.

At least there’s plenty of standard equipment on board, which somewhat justifies its hefty price tag.

That includes 17-inch diamond-cut alloy wheels, LED headlights, a fixed glass panoramic roof (with mesh sunshade) and tinted windows.

Inside, the Ice Beige eco-leather trim features a neat FIAT pattern embroidered into the heated front seats, plus there’s a six-speaker sound system, wireless phone charging and a two-tone steering wheel.

Outside, an enclosed honeycomb grille is stamped with new ‘500’ badging, while ‘e-latch’ door handles aim to improve aerodynamics.

Fiat covers the car with a sub-par three-year/150,000km warranty, while the battery is covered for eight years/160,000km.

Service intervals are scheduled every 12 months/15,000km and cost $250 per visit for the first eight years.

All Four Safety

The 2023 Fiat 500e will likely be scrubbed out for company fleet choices, and safety conscious consumers may dismiss it quickly too, as the car only scored a four-star safety rating in 2021 by Euro NCAP, which has been adopted here by local crash test authority ANCAP.

That’s despite the 500e being equipped with a decent suite of safety and driver technology, including six airbags, autonomous emergency braking (AEB), lane keep assist, blind spot monitoring, lane departure warning, driver fatigue detection, tyre pressure monitoring, adaptive cruise control and auto high beam.

You also get traffic sign recognition, which we found a bit hit-and-miss during our road test.

Jam-packed

As for convenience features, the 2023 Fiat 500e crams an array of impressive yet thoughtful ideas into its tiny cabin.

For starters, the interior design takes inspiration from the iconic original model (which first launched in 1957 and sold nearly 4 million units by the time it ended production in 1975) with plenty of retro-infused flair from its round dials and curvaceous lines.

Like a lot of modern EVs, the Fiat 500e ditches a regular transmission lever and adopts a button-only approach when it comes to gear selection, to help with packaging inside the cabin.

It’s a neat space-saver, but the button lacks a certain high-quality finish we expected, and you often need to hit it more than once before it recognises your input.

Similarly, there are no regular door handles; instead, it’s the push of a circular button on the door trim, much like a Tesla.

There are, however, physical buttons and switches for the climate control panel which makes it easy to adjust temperature and fan speed on the fly.

The 7.0-inch high-res digital instrument cluster behind the steering wheel displays important information in a clear manner, and the larger 10.25-inch touch screen in the centre of the dash offers DAB+ digital radio and wireless access to Apple CarPlay and Android Auto.

Meanwhile, two USB ports feature up front, one USB-A and one USB-C, while an unbranded six-speaker audio system takes care of sound, but is nothing special in terms of quality.

Retro vibes

The Fiat 500e makes a solid first impression compared to the previous petrol-powered versions we have driven.

The cabin feels well-built, and the tactile elements are top notch, but it’s hard to see how the 500e can justify its $60k price tag in other areas with lots of hard plastics and clunky switchgear through the cabin.

There are some cute design touches though, like the etching of the Turin skyline along the edge of the wireless phone charging pad – in honour of the brand’s hometown in Italy.

But the 500e cannot disguise the fact it is a compact car. While there is plenty of manual adjustment in the driving position, it’s best to consider the little Fiat as a two-seater rather than a small family runabout.

Its three-door configuration obviously restricts easy access to the back seat in the first place, and there’s really only enough room for small children to travel comfortably.

At 166cm tall, I could manoeuvre myself in there okay, but the roofline cuts into headroom, and there’s very little outward vision back there. Unless you have short legs, you’ll feel cramped.

If you do use the 500e as a two-seater and lay down the 50/50-split folding rear seat, boot space goes from a measly 185 litres to a whopping 550L.

There’s no space-saver spare tyre though, just a tyre repair kit.

Instant fun

The 2023 Fiat 500e is powered by a small electric motor mounted up front, producing modest outputs of 87kW of power and 220Nm of torque.

It doesn’t sound like much on paper, and it isn’t, particularly given how heavy this chunky little EV is, but it defies the numbers by feeling zippy and accelerating quickly from standstill thanks to having all its torque available the moment you touch the throttle.

Fiat says the 500e will go from 0-100km/h in 9.0 seconds, before topping out at a speed-limited 150km/h. It feels quicker than that, and has no trouble keeping up with traffic while also travelling confidently at highway speeds.

Keep within city limits

The 500e might look the same as regular models, but it is built on an entirely different, dedicated electric-car platform.

Housed between the axles is a 42kWh lithium-ion battery that will deliver a claimed 311km of range on a full charge (based on the WLTP cycle).

It’s good for DC charging up to 85kW and Fiat says it’ll take around 35 minutes to go from fully depleted to 85 per cent, while AC charging up to 11kW (via a wall box, for example) will take the battery from 0-100 per cent in just over four hours.

If you’ve only got access to a regular domestic power point, you’ll be waiting more than 20 hours.

Little ripper

Despite its tiny proportions, the 2023 Fiat 500e is a relatively heavy little thing, tipping the scales at around 1300kg.

But it still feels nimble on road and those city-car dimensions – measuring 3.6m long and 1.6m wide and having a 9.7m turning circle – make it super-easy to dart around town.

Compared to the current Fiat 500 hatch, the electric version is 61mm longer, 56mm wider and 39mm taller, while riding on a wheelbase with 24mm extra between the front and rear axles to increase cabin space.

The steering provides decent feedback to the driver despite having heaps of power assistance that makes it light and easy to twirl.

The suspension set-up is nothing fancy, consisting of MacPherson struts up front and a torsion beam at the rear with disc brakes up front and drums at the rear (like the Cupra Born).

Although it runs on relatively firm springs without a lot of travel, the ride is surprisingly comfortable. Even on harsh bitumen scattered with big potholes that you’d generally try and avoid, the 500e feels compliant.

Find a twisty road and it really comes alive, tackling turns without a hint of body roll and fantastic purchase from its Continental EcoContact 6 tyres.

Drivers have the choice to tailor the car’s character through three driving modes: Normal, Range (which increases the power of the regenerative braking system) and Sherpa, which applies an 80km/h speed limit and switches off the climate control to increase driving range.

Adorable, but not affordable

It’s easy to see why the 2023 Fiat 500e is so popular in Europe. It is the perfect urban runabout that offers plenty of style and is zippy to drive. It also has a decent list of standard equipment, the latest in safety (even if it only scores a four-star rating) and provides more than enough driving range to cater for inner-city dwellers that don’t drive beyond the city limits.

But here in Australia, where we live further apart and tend to do a lot more driving, the electric 500 won’t suit everyone. And it asks a lot for its size and sticker price, especially against the flood of cut-price competitors coming from the Chinese brands.

But it is so adorable that it’s hard not to love. And, if all you need is a two-seater four-wheeled fashion accessory, the new Fiat 500e is well worth a test drive.

2023 Fiat 500e at a glance:

Editor’s Rating: 7.8/10

Price:  $52,500 (plus on-road costs)	Battery: 42kWh lithium-ion
Available:  Now	Range: 310km (WLTP)
Powertrain:  Single permanent magnet synchronous motor	Energy consumption: 14.4kWh/100km (WLTP)
Output: 87kW/220Nm	Safety rating:  Four-star (ANCAP 2021)
Transmission: Single-speed reduction gear

 

Disclaimer: Images supplied by Stellantis Australia.

This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.