£30,895 - £35,845 Price range
61 - 72 MPG
£30,895 - £35,845 Price range
61 - 72 MPG
Audi and Volvo started the ball rolling for rufty-tufty, four-wheel drive estate cars, with the A6 Allroad and V70 Cross Country back in the late 90s.
Peugeot’s take on the theme is a little different, as it uses a parallel hybrid system, that uses a diesel drivetrain to power the front wheels, while an electric motor sends power to the rear wheels. It’s only available as an estate, and achieves hugely impressive official fuel figures. However, reviews are mixed – read on to find out why.
Aside from a couple of readouts letting you know what the hybrid system is doing, it’s pretty much standard Peugeot 508 inside. That means seats that testers find comfortable, plenty of space even when six footers are all travelling in the car together, a high-quality dashboard with smart styling, and a refined cabin.
The boot is pretty large as you’d expect, but not as much as the regular 508 SW thanks to the hybrid gubbins beneath the boot floor. That robs 89 litres of space, knocking it behind the more conventional Audi A4 Allroad. As a range-topping model though, there are plenty of creature comforts.
The 508 RXH proves little different to the regular 508 to drive. That means that despite the raised ride height, testers describe a car that corners flatly, with precise steering and plenty of grip.
Unusually, it’s even quite good off road. The structure is stiff, the raised ride height helps and the extra traction from the electric motors makes it surprisingly capable. The main criticism drivers seem to have of the RXH is the ride quality – traditionally, French cars have had cossetting rides, but testers describe a ride that feels unsettled at all speeds.
THe engine powering the RXH is a 2.0-litre, 180hp turbodiesel, driving the front wheels. It accelerates the car from 0-62mph in 9.7 seconds and on to a top speed of 136mph. Not very impressive.
The 508 RXH is relatively cheap to run though, with official combined fuel economy at 61.4mpg and emits 119g/km of CO2 for a £30 yearly road tax bill. The drivetrain is good, but testers say it isn’t perfect – many describe a slight jerkiness to the transmission, as it’s an automated manual, rather than a dual-clutch or torque converter auto. Fuel economy can also take a dive if you start to use the performance.
The safety features of the RXH are pretty much identical to those found in the standard 508.
That means you’ll find the usual traction and stability controls, along with airbags in the front and the sides. It also achieved very strong crash test results, though some cars in the class are equipped with more advanced preventative systems that are lacking in the Peugeot.
As a private buy, testers say the 508 makes little sense. That’s down to the high purchase price – over £33,000 – and the likely catastrophic depreciation it’ll suffer, in common with every large French car ever sold.
It makes much more sense as a company car, where someone else can take the depreciation hit, while you benefit from low company car tax rates thanks to the excellent quoted economy.
If you don’t need all that hybrid technology and simply want a cheaper to buy, economical Peugeot estate instead, then you can still get your hands on the 508 SW. Prices for that car start at a much less scary £19,000, and the most economical versions can still do 65mpg. You shouldn’t find much use for the options list in the RXH though – it’s a very well-equipped vehicle.
While there’s plenty of technology on offer, reviewers have plenty of reservations over just how useful a vehicle the 508 RXH actually is. The on-paper economy is much better than most testers have been getting, boot space is compromised, it’s very expensive for a Peugeot, and the ride isn’t as smooth as French cars are renowned for.
However, for a small proportion of drivers – most of them likely to be company car users, it’ll provide a great mix of practicality, economy and poor-weather security.
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