Peugeot is in would be well spent. Negotiate the transition to electrification is not a neutral operation. It plays with our plans, mobilizes the energies and the finances of the house sochalienne. But the future is at this price. Like its competitors, the French manufacturer dreads being caught exceeding the reduction targets of CO2 emissions set by the european Commission. The bill painful, that hangs in the nose of the offenders, would be in the tens of millions of euros. And then, the lion wants its customers to continue to circulate freely, even in urban areas that are regulated and probably banned, one day, to combustion engine vehicles. It is as well as Peugeot will gradually electrify all of its range. This program will begin at the end of the year with a version that is 100 % electric, the new version of the 208, and with the hybridization of its high-end models, the 3008 and the sedan 508. No wait, we already could do a few miles at the wheel of a prototype for the development of its road on the circuit francilien de Mortefontaine.
If the hybridization is not new to the lion brand, the difference of the first 508 that combined in 2012, in a body of wagon-road, a small electric motor of 27 kW (37 bhp) engine 2-litre diesel of 163 hp, the new technology developed by the PSA group is based on the plug-in hybrid and petrol. The best of both worlds for many as it allows you to transcend the constraints of the 100% electric vehicle, while ensuring a few tens of kilometers in the zero emission. This solution, which is considered by some as transitional before the advent of the electric car and hydrogen fuel, and fills the disaffection for the diesel and benefiting from tax advantages, starting with the absence of malus and TVS for companies. According to Peugeot, it would in most cases, don’t ever waste a drop of gas during the week. Indeed, it is clear from many studies that the routes average daily automobile does not exceed 30 km.
Outwardly, nothing distinguishes a 508 standard version, electrified assembly line on the factory of Mulhouse, from the hatch on the rear wing left opening access to the recharge of the battery. It has a capacity of 11.8 kWh (about 10.5 kWh useful), would enable the 508 to assert an autonomy of 40 km standard (WLTP) before the engine 1.6 petrol Pure Tech turbo 180 hp not anime. The battery powers an electric motor of 80 kW (110 bhp) placed in the front, in the casing of the automatic transmission 8 reports. Thus it is that the 508 Hybrid has the same power as the flagship of the range 508, 225 horses. The version 300 hp (1.6 l 200 hp, and two modules-electrical) and 4 wheel drive is reserved for the 3008. Thanks to the protocol registration, the electrified version claims a consumption particularly sober 2.2 l/100 km, which translates into CO2 emissions of just 40 g/km. A result even better than what had been initially announced by the engineers. And on the road circuit where ran our test, we were able to get close to the 135 km/h, in the silence of electric propulsion. Evidence of the continuing progress achieved by the manufacturers, we have also been able to accelerate frankly and not trigger the 1.6-litre. We regret, however, the absence of an accelerator pedal force feedback that would allow to better identify the trigger of the thermal engine. Since the central screen, you can also take the constant exchanges between the two energies. The tachometer is replaced by an indicator of power. If you have a battery charged enough, the 508 starts in electric mode identifiable to the blue display. The driver then has a number of strategies of conduct. By pressing the “position ” hybrid”, he can decide to let the system operate automatically. With the sport mode, the 508 uses the full potential of the two engines.
In anticipation of the crossing of a built-up area, the driver can also choose to save battery power (e-Save). To delay the depletion of the battery charge level never drops below 18 to 20 %, the 508 retrieves the kinetic energy of the wheel deceleration, and braking. By pulling on the shift lever, it actuates a second level of engine brake generating a deceleration of 1.2 m/s, the threshold just below the ignition of the stop lights. The engine brake, however, is not powerful enough to consider, as on some models, a driving with a single pedal, that is to say without asking most of the time brake. Similarly, the combustion engine can recharge the battery by rolling. The ratio would be 1 km radius of action, power retrieved for 3 km. This is paid by a consumption increase. The 508 would be able to travel 500 km to 130 km/h before having to go to the pump. It is necessarily less than a classic version, but the 508 dragging an overweight of 280 kg and its tank lost 22 liters capacity (43 litres) due to the installation of the battery under the rear floor. The gain in torque of 60 Nm contributes to annihilate the feeling of heaviness inherent in the weight gain. Admittedly, the station wagon 508 as we drove we seemed less agile but the essence is preserved, namely the comfort. The braking is indicated by the absence of bursts recognized to be one of the annoyances of the plug-in hybrid.
Peugeot provides a lot of work to the level of acceptance of its technology. It will thus be possible to program the vehicle charging at night, off-peak hour. The steps for the installation of a reload solution in a co-ownership will be assured by the services of the brand. On a wallbox, the charging time would not exceed 1 hour 30. It would be worn, at 6: 30 on a household outlet. No tariff has yet been announced but the manufacturer shall ensure that the total cost of ownership will be equivalent to that of a diesel model. The fact remains that the big all-rounders will contribute without any doubt to favor the diesel, if only to preserve a self-satisfactory.
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