Peugeot back on track

NEW 2008: JUST WHAT DOCTOR ORDERED TO CONTINUE RENAISSANCE

If ever a carmaker needed an ambassador at just the right time, it’s Peugeot with the all-new 2008. Peugeot Citroen South Africa (PCSA) started a local French Renaissance in 2019 by reviving the Citroen brand after a fouryear local hiatus, also vowing to clean up its act which has seen it become renowned for poor after-sales backup and resale value.

It rolled out three impressive Citroen models and the enticing Peugeot 5008 to spearhead its comeback, but just as the revolution was building momentum, 2020 happened.

The group was not spared the industry trend of a knock in sales, but it nonetheless still managed to grow its market share, open 11 new dealerships and introduce a new parts warehouse.

But the launch of the product expected to help further lure the crowds back – the 2008 – had to be postponed to this year.

When it finally did happen last week, the brand was incidentally in a stronger position than ever before following the recent international merger of Groupe PSA and Fiat Chrysler Automobiles under the Stellantis umbrella. As the world’s fourth largest automobile manufacturer, Peugeot is one of 14 brands in its stable.

PCSA has high hopes for the latest reincarnation of its smallest SUV, the 2008. And if they can manage to win over potential buyers’ trust by convincing them that their newfound aftersales promise is as solid as the car itself, there is no reason they can’t sell the predicted 80 units a month.

In a nutshell, the new 2008 is a brilliant offering.

It’s got strikingly good looks, heaps of style, a gem of a 1.2-litre turbocharged petrol engine, loads of technology and offers superb ride quality. All of this at a very competitive price, which is vitally important in a rapidly expanding segment.

The 2008 is offered in three trim levels. The base specced Active is available with both manual and automatic transmission, with the mid-range Allure and flagship GT offered only in auto guise.

Only one engine option is offered across the range, the three-cylinder 1.2-litre turbo petrol powerplant. Mated to the six-speed manual transmission, it sends 74kW/205Nm to the front wheels, while in sixspeed automatic guise it delivers 96kW/230Nm. Peugeot claims combined fuel consumption of 6.4l/100km in the manual derivative and 6.5l/100km in auto guise.

One of the car’s standout features is the i-Cockpit 3D instrument cluster, which makes its debut in the 2008 and according to Peugeot is a world first in the segment. The i-Cockpit utilises a smaller steering wheel over which the driver looks at the 7-inch instrument cluster at much less of an angle than with looking through the steering wheel at a traditional instrument cluster, eliminating the need for a Head-Up display projected on the windscreen.

The 3D upgrade sees certain numbers, depending on the profile selected, being displayed three dimensionally like a hologram.

Other highlights include a 10-inch touchscreen featuring smartphone compatibility and real-time navigation, voice command activation, frameless electrochromatic mirror, smartphone storage area with wireless charging, heated front seats, eight-colour ambient lightning, carbon inserts on the door and dash panels and the use of leather on soft touch panels.

Space in the rear has been increased by 58mm over its predecessor, while the 2008 offers a generous 434 litres of boot space.

A comprehensive list of safety features includes ABS with EBD, ESP with Hill Start Assist, driver and passenger airbags, side airbags and curtain airbags. In GT spec, additional safety equipment includes active lane keeping assist and driver attention alert.

From the front, the 2008 is instantly recognisable by its bold grille flanked by LED headlights featuring three-claw signature with “sabre tooth” DRL lights underneath. The sides are

sculpted for better aerodynamics and also feature black protected wheel arches, while there is a body-coloured spoiler at the rear with the “claw” design also featuring on the taillights. In GT guise, the 2008 also features a Diamond Black roof and rear spoiler.

Although it was planned to showcase the 2008’s abilities on a nice little stretch of gravel road during our launch drive, the downpours in Limpopo meant that a fair bit of that road outside Modimolle became an unexpected mud slide. But the 2008 graciously accepted the challenge and came through with flying colours, proving to be as comfortable over mud and gravel as it is on the tarmac despite the absence of four-wheel-drive.

If this car doesn’t do the trick for Peugeot, they’ll simply have to reinvent the wheel.

Cpmpact SUV’s 1.3-litre engine produces 120kW of power and 250Nm of torque.

Catering for the needs of every buyer, no matter how left-field the final product ends up (Range Rover Evoque Cabriolet anyone?), is second nature to any manufacturer intent on plugging every existing segment gap in order to cash-in on its popularity, or avoid lagging behind the competition.

As such, it is not often that a marque admits to having too many models competing for the same market share or segment, but one which Mercedes-Benz boss Ola Källenius owed up to in an interview with Automotive News Europe last October.

According to an extract, Källenius stated that the three-pointed star “went a bit too far to cover each and every space into each and every segment”, pointing the finger at the lower-end of the lineup occupied by the A-Class sedan and hatch, the long wheelbase China only A-Class Sedan L, the CLA and estate-like CLA Shooting Brake, the GLA, GLB and B-Class, all based on the front-wheel-drive centric MFA2 platform.

Despite it being unlikely that any of the mentioned models would get the axe as long as demand remains, it does present an interesting predicament, especially the saga involving the GLA and GLB that made its local debut last year.

Whereas the former has served as Benz’s entry-level SUV/crossover since debuting in 2014, the mini G-Class styled GLB was born two years ago as the filler between it and the bigger GLC, with local models coming as standard with seven-seats as opposed to the five offered elsewhere, and according to Mercedes-Benz, with a descent amount of off-road prowess now that the standard GLA no longer comes with all-wheel drive.

While unlikely to shake off the “A-Class on stilts” tag it acquired not long after debuting, the second generation GLA is an altogether much better attempt at the “SUV-insed hatchback” than its predecessor at first glance. Sporting much softer lines than before, a distinct “forward” look and SUV elements such as the roof rails, black cladding around the wheel arches, at the base of the doors and rear bumper, our tester added a further touch of sportiness to the mix by being the AMG Line infused with the jet wing front bumper, black mirror caps, wider door sills and sinister looking gloss black AMG 20-inch alloy wheels.

In a segment where aesthetics are key, the coupe-like GLA plays it much better than its predecessor, with the same applying to the interior.

Roomier on account of being 30mm longer and wider, plus 104mm taller, the cabin look and design come directly from the A-Class with our 200 not only being outfitted with the dual 10.25-inch instrument cluster and MBUX infotainment system, but also the grippy AMG steering wheel and a dual panoramic roof that infringes very little on rear passenger headroom.

Like the A-Class though, the tech-filled interior with its minimalist facia and turbine-style vents still comes riddled with less than premium feeling materials, some being downright cheap, while the lack of electric seats as standard, especially at the AMG Line’s rather ludicrous R731 140 before options price tag, makes for a big no-no.

During its five-day stay, the MBUX, activated by saying “Hey Mercedes”, proved a pleasure to use, whether by voice activation, using the trackpad or the display itself, while the optional Burmester sound system made for a welcome addition.

Despite lacking electrical assistance, the seats were comfortable and supportive and the desired driving position easily found thanks to the height adjustable steering wheel.

At 435 litres, boot space is well down on that of the GLB, but will prove sufficient for most buyers.

Matters soon went downhill, and rather badly, once on the move. As its badge indicates, the GLA 200 makes use of the 1.3-litre turbocharged petrol engine parent company Daimler co-developed with the Renault-Nissan-Mitsubishi Alliance, which produces the same 120kW/250Nm as in the A200, B200 and CLA 200.

Matched to a seven-speed dual-clutch gearbox, the engine, rather surprisingly, pulls strong from the get-go, but runs out of steam soon after in addition to being hobbled by a horrible strained soundtrack when the revs climb or with the Dynamic Select system in Sport mode.

What’s more, the dual-clutch box shifts too lethargically when you want to press on, although in everyday situations, the cog swapping is more agreeable. Of course, the use of the gear shift paddles makes for snappier progress, but chances are slim that buyers would opt for anything but leaving the column select box in D. Of greater concern is the ride. The biggest downfall of the AMG Line – the combination of an overly soft suspension and those 20-inch wheels makes for am uncomfortable ride akin to driving on a gravel road peppered with slippery stones.

Adding to the willowy feel, the GLA’s nose tended to dart around way too much, while a persisting knocking noise, suspected to be the tyres despite no obvious warning, didn’t help refinement out on the highway or in town.

As much as Mercedes-Benz needs commending for improving the GLA from it once was, aspects blighting its range of small models from some of the interior fittings to the drivetrain continue to linger. While likely to be looked over by many buyers in lieu of three-pointed star SUV ownership, these, along with the avoidat-all-costs AMG Line pack and silly price, conspire to tarnish what should have been an overall step-up from the model that preceded it.