Starting today, C&C is officially the new distributor for Peugeot, while Leapmotor’s representation is in its final stages. The consolidation of three Stellantis brands under one roof promises to offer Singapore’s car buyers and fleet operators an enhanced selection of mobility solutions.  

“Our long-standing partnership with Stellantis is built on a shared commitment to innovation, quality, and customer satisfaction,” said Wilfrid Foo, Managing Director of Direct Motor Interests at Jardine Cycle & Carriage Limited.

“With Citroën, Peugeot, and soon Leapmotor under one roof, our goal is to offer greater choice, cutting-edge technology, and superior service. 2025 marks an exciting time as we work to expand each brand’s presence in the market.”

Cycle & Carriage is gearing up for a bold product offensive, rolling out an exciting selection of new vehicles from Citroën, Peugeot, and Leapmotor. Over the next two years, the lineups of both French brands will be completely revitalised, while Leapmotor will make its highly anticipated debut in Singapore’s EV market.  

Here’s a closer look at the proposed new models:  

Leapmotor C10

Leapmotor’s first global model, the C10, is a mid-size electric SUV designed with versatility and practicality in mind.

Built on Leapmotor’s advanced LEAP 3.0 platform, the C10 is a compelling choice for families and professionals alike.

New Peugeot 5008

Peugeot’s enhanced 5008 SUV takes the brand’s signature Allure, Emotion, and Excellence to the next level.

The latest iteration will boast a striking design, premium craftsmanship, and an updated i-Cockpit interior.

New Citroën C5 Aircross

Citroën’s popular C5 Aircross will undergo a bold transformation, blending striking design with improved efficiency. 

This model also marks Citroën’s first use of the STLA Medium platform, a state-of-the-art chassis that supports multiple powertrains, including combustion, hybrid, and full-electric options.

Strengthening Cycle & Carriage’s Automotive Portfolio 

To support this expanded lineup, Cycle & Carriage is revamping its multi-brand complex at 239 Alexandra Road. Renovations are already underway to create a dedicated space for Citroën, Peugeot, and Leapmotor, ensuring a seamless customer experience.  

“Cycle & Carriage’s long-standing history of excellence in automotive retail sets us apart as the ideal partner for Stellantis,” said Wilfrid Foo.  

“Our expertise in delivering reliable, customer-centric solutions has made Citroën a household name in Singapore. With Peugeot’s reputation for premium vehicles and Leapmotor’s innovative EV technology, we are poised to deliver the best mobility solutions for all our customers.”  

Read more automotive news at AutoApp, or check out our latest videos on YouTube and on TikTok!

Folks who’ve read our 2022 review of the Peugeot e-2008 would recall that one of my complaints was the lack of range from its 50kWh battery pack. For this Mid Cycle Action (MCA) e-2008, Peugeot has fitted a bigger 54kWh battery pack instead.

Not quite the 64kWh I was hoping for in the aforementioned article, but this is also accompanied by an improvement in efficiency. More on that later.

Apart from the refreshed look, larger battery pack and tech tweaks within the cabin, this Pug is essentially the same compact electric vehicle (EV) as the last version in the compact sports utility vehicle (SUV) class.

Since our last review, competition in this market and price segment has changed and slightly grown. Contenders such as the BYD Atto 3 100kW, MG 4 EV, MG ZS EV and Citroen e-C4 now vie for your dollars.

l’ extérieur

The grille is now different. Where the previous version had horizontal slats, this has vertical items.

The headlights and daytime running lights (DRLs) are also redesigned. Gone is the three-claw-one-fang-through-the-bumper look of the predecessor, replaced by just three claws at the lower part of the bumper.

Here’s where I think Peugeot missed a trick; instead of having switchback DRLs that blink amber and revert to white when the turn signals are activated and deactivated respectively, the turn signal is instead a solitary and tiny affair baked into the headlight itself.

This makes the turn signal less prominent.

The lower intakes on the bumper are also redesigned. Apart from that, this is essentially a very similar SUV to last time.

215/55R18 Goodyear EfficientGrip tyres wrap around 18-inch rims. These items do a pretty good job of balancing between noise and comfort, and grip in the twisty stuff.

The e-2008 MCA’s compact proportions mean placing this SUV EV in its intended direction of travel and parking is also pretty easy.

Around the back, one notices another change from its predecessor. The taillights now feature slim, horizontal slats instead of vertical items, and make the rounded rump look more pert and purposeful.

l’ intérieur

Despite its compact proportions, cargo capacity is not wanting. Drop the rear seatbacks to liberate up to 1,400 litres of Ikea- and Giant-friendly space.

With them up, 434 litres of boot space is still pretty decent. This is after all a compact SUV.

As before, rear-seat legroom is sufficient for most purposes. With the driver’s seat in my preferred position, legroom in the back is snug, and sustainable only for shorter journeys.

Luckily, a large panoramic sunroof allows natural light to filter into the cabin and make it feel more airy and spacious.

Up front… Peugeot, oh Peugeot. Why art thou so, Peugeot?

Yet again, we find the steering column sitting under the dash. This makes adjusting the steering wheel tricky, as its top rim is wont to obscure the instrument screen.

The manual seats themselves are easily adjusted. However, the backrest pitch adjustment is courtesy of a rotary knob on the side, that’s more difficult to access. Expect to skin your knuckles on the B-pillar.

3D gauges feature on the iCockpit screen as before, with some slight tweaks to keep things fresh. They do look really nifty in person.

The 10-inch infotainment screen has been updated with wireless Apple CarPlay and Android Auto, and worked pretty well during my time with this Pug.

Apart from that, it’s business as usual in the rest of the cabin. Aircon controls are via the touchscreen, but they are relatively easy to use. A row of physical shortcut toggles helps one get to where they need to in the infotainment system.

la conduite

As before, the point of note when out on the road is to keep an eagle eye on the speedometer. Since the e-2008 MCA is so well insulated, one will likely fail to feel the sensation of speed and inadvertently creep into illegal territory.

Apart from that, what was joyous to drive about the pre-facelift Pug is still here. It rides and handles well, due in no small part to the French engineer’s suspension-tuning expertise.

Not only is it comfortable, but it can also put in a good turn in the twists and bends, surprising other vehicles in the process.

It’s also pretty nippy despite just 134hp from the electric motor or a 4hp uplift from the previous version. This is primarily due to 270Nm of torque, which is an increase of 10Nm.

Put your foot down from a stop or in a roll, and this Pug will pick up pace quite smartly for that highway-merge or lane-change manoeuvre.

Charging time is quoted at 34 minutes from 0-80% at a 100kW DC fast charger, and my own experience at a 120kW DC charger feels like this number is accurate. I did charge from 15-100%, which took 1 hour and 13 minutes, which is kind of expected.

Which then brings us to how efficient it is. The test-drive weekend was sorely stacked against the Pug, with accident- and road diversions-related traffic jams and rainstorms, both of which took a massive bite out of energy efficiency.

Despite that, the e-2008 MCA put in a very respectable weighted and normalised 13.14kWh/100km or 7.6km/kWh, besting Peugeot’s claimed 14.1kWh/100km or 7.1km/kWh efficiency.

What this means is that it is very possible to eke out around 400km of range in between full-charge stops, and it bodes well for the average Singaporean’s local use.

Should You Buy One?

From the aforementioned competitors’ list, the Atto 3 is more tech-focused, and the MG 4, with its rear-wheel drive architecture, is more entertaining for the driving enthusiast.

The Pug on the other hand counters with its competitive price point, unique looks and French quirkiness. Especially if, like me, you prefer tech to be in the background and aiding unobtrusively rather than stacked up the wazoo and in your face.

That it rides comfortably, is reasonably spacious for a compact crossover, and is quite enjoyable to drive and throw about in the corners makes this a strong contender for your dollars.

Take a test drive. You might just be surprised at how this Pug works its way into your heart.

Photo Credits: Sean Loo (@auto.driven)

Technical Specifications

Peugeot e-2008 GT MCA

Power: 134hp
Torque: 270Nm
Drive: front wheels
0-100km/h: 9.1 seconds (claimed)
Top Speed: 150km/h (claimed)
Kerb Weight: 1,548kg
Fuel/Battery Capacity: 54kWh
Range: up to 436km (claimed)
Fuel/Energy Economy: 14.1kWh/100km or 7.1km/kWh (claimed)
Price: S$159,888 with COE (accurate at the time of this article)
Contact: Peugeot Singapore

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Regular readers may remember that we tested the Peugeot e-2008 GT back in December 2022. Here we are in March 2024 with a Mid Cycle Action (MCA), or a refresh or facelift. The main reason behind this shorter-cycle refresh is as plain as the E-2008’s face.

Sporting Peugeot’s new emblem, the new front end is now wider and includes a specific lateral pattern that connects to the headlamps. The grille features a vertical pattern in the same colour as the bodywork, which extends to subtle dark inserts.

Being body-coloured, the pattern of the grille also better integrates into the front bumper.

Also new at the front-end is the new Peugeot Signature Light. Where the predecessor had three vertical daytime running lights in the headlight itself and extending down to one in the front bumper, the MCA has three vertical claw daytime running lights in the bumper itself.

In the E-2008 GT, the striking effect of the three claws is extended in the lighting of the full LED headlamps through the use of three light modules. This distinguishes the E-2008 GT from the rest of the range with an exclusive front-end signature.

This three-claw design theme carries on in the back of the SUV with the taillights. Three superimposed horizontal double slats contrast with the predecessor’s three diagonal items, and offer a refreshed look.

Along with the taillights, reverse and turn-signal lights are also LED items.

Six body colours will be available for the MCA’d E-2008 GT, namely Selenium Grey, Artense Grey, Okenite White, Black Perla Nera, Elixir Red and Vertigo Blue.

Also new is its battery pack. Where the predecessor had a 50kW item, this refresh brings an additional 4kW to the E-2008. The claimed WLTP range increases from 345km to 436km, which is heartwarming to know and something we’ll be testing during our review drive.

Furthermore, this E-2008 is equipped with a high-performance 100kW DC / 11 kW AC on-board charger.

Charging the car from 0% to 80% on a DC 100kW charger is said to take just 30 minutes. Something else that we’ll test when we get behind the wheel.

A feature we really liked with the predecessor is also here – the 3D holographic digital instrument panel.

The infotainment features a 10-inch high-definition touchscreen, and comes standard with wireless Apple CarPlay, Android Auto and Mirror Screen.

Active safety features include automatic hands-free access with walkaway auto-lock, VisioPark 180° Reverse Camera, lane departure warning and speed limit information with intelligent speed adaptation.

As of writing this article, the E-2008 GT is set to retail for $153,888. For more information, contact Peugeot Singapore.

Photo Credits: Sean Loo (@auto.driven)

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Photography Credit: Alex Tan

After a memorable weekend and an emotional parting thereafter with the electric vehicle (EV) version, that’s what we were keen to find out. This review will focus on the differences between the 2008 and the e-2008. In fact, we recommend checking out the other article first for a full-featured review of what is essentially the same compact SUV but with a different powertrain and drivetrain.

Apart from the different front grilles between the two at first glance, the first major difference lies under the bonnet. The 2008 features a 1.2-litre inline three-cylinder turbocharged Internal Combustion Engine (ICE) putting down 129hp and 230Nm of torque, as opposed to its EV sibling which puts out just one horsepower more but with an additional 30Nm of torque. Power from the ICE is sent to the front wheels via an eight-speed automatic gearbox, whereas in the EV, it is a direct-drive electric motor without an additional gearbox interface.

What this means is that although the EV is more immediate off the line, the ICE version comes back into its own once its turbo comes on song. For more immediacy, set the 2008’s drive mode to Sport, and the gearbox and throttle responses sharpen up to provide even more punch. It’s no sports SUV, so temper your expectations, but even then in Sport mode, the acceleration is pretty brisk.

The next major difference is found in the interior. A proud-standing gear lever features in place of the EV’s stubby drive selector. It’s simple enough to use, although its shape was found to be pretty suggestive by quite a few, including photographer-of-the-day Alex Tan.

In the 2008, shortcuts are placed on the infotainment screen’s bezel, as opposed to the EV where they were placed above the toggle levers below the centre aircon vents. To me, this is a much more intuitive place for these shortcuts and were easier to access and use while on the move.

The third major difference is indicated range. Where the EV on a full charge showed around 340km of range, the petrol version showed close to 600km when the car was picked up. We’ll come back to this later on.

One noticeable difference is kerb weight. Where the EV sits at 1,548kg, the 2008 saves nearly 350kg over that. This translates to a more light-on-its-feet feeling with the latter while on the move. Both compact SUVs wear the same 215/55R18 Michelin Primacy 4 tyres on the same Bund Alloy rims, so this nimbleness comes down to how much lighter the ICE-version is to begin with.

Both compact SUVs feel the same in terms of ride comfort. I said this in the other article and it is still evident here that the French know good suspension tuning most of the time. Like its EV sibling, the 2008 is comfortable to drive, and while it can be playfully chucked into a corner and will hold the line well, the high-profile tyres mean that it is not entirely happy doing it but will still do so.

Unlike its EV sibling, however, the next major difference is that there is a sensation of speed to be experienced in the 2008 courtesy of engine, road and wind noises. They’re not annoying by any stretch, but they’re there in the background, and one can certainly judge their rate of progress aurally.

So, how did the 2008 do in terms of fuel economy? On a pure street drive covering 81km, the fuel consumption was 8L/100km or 12.5km/L, and this route was done with auto engine start-stop turned off to test for the “worst case scenario.” Unusually on that day, there was a MAHOOSIVE traffic jam on Loyang Avenue in the direction of Tampines that made things even more difficult. Despite that, the consumption was pretty good.

A mostly-highway run covering 220km saw fuel consumption rate of 4.7L/100km or 21.3km/L. Keeping in mind that the 2008 is NOT a hybrid, this is really impressive. The number actually sat solidly at 4.8 for most of the journey, finally clicking over to 4.7 and staying there when I was about 10km from completing the drive.

Like its EV sibling, the 2008 made me feel like just getting in and going for a drive. And so, on that soggy, sodden Sunday amidst the relentless soak, a round-island drive was embarked upon. The best way to feel a car out is in inclement weather, and I’m happy to report that the 2008 was the perfect companion for a wet-weather cruise, always keeping me feeling secure and never putting a foot down wrong.

Well, almost. Due to the position of the reverse-camera, this is what was seen on the infotainment screen when going astern into a parking spot:

Covering 140km, this mixed-mode cruise took place on main roads, back roads, viaducts and highways, encountering traffic lights and speed limits ranging from 40-90km/h. The fuel consumption was a respectable 6.4L/100km or 15.6km/L in the pouring rain with standing puddles of water everywhere and the automatic windscreen wipers matching the prevailing conditions. That wasn’t the end of it either. Another cruise was undertaken that evening to explore a part of Singapore that I hadn’t been to in nearly 15 years. And that’s the thing – the 2008 kept making me feel like just getting in and going for a drive. It was that enjoyable.

Overall, the economy for that weekend’s test drive stood at 6.3L/100km or 15.9km/L when the 2008 was returned with the fuel gauge nestled firmly into Empty. Peugeot claims a combined economy figure of 5.1L/100km or 19.6km/L and just like with its EV-sibling, I have no idea how they got that number.

Given the 44-litre petrol tank, a real-world range of between 550-700km is very possible. The obligatory “your mileage may vary” disclaimer applies.

All said and done, which did I prefer, the EV or the ICE-version? Well, lemme put it this way…

Photography: Alex Tan

Technical Specifications

Peugeot 2008 1.2 EAT8 GT
Engine: 1,199cc inline 3-cylinder, turbocharged
Power: 129hp @ 5,500rpm
Torque: 230Nm @ 1,750rpm
Combined Fuel Economy: 5.1L/100km (claimed)
Fuel Tank Capacity: 44-litres
0-100km/h: 9.1 seconds (claimed)
Top Speed: 198km/h (claimed)
Kerb Weight: 1,205kg (claimed)
Price: S$177,888 including COE (accurate at the time of this article)
Contact: Peugeot Singapore

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There weren’t any drastic changes to the car, but the mid-cycle facelift aligns the model to Peugeot’s latest visual identity, first introduced with the 508 earlier this year.

Fresh new claws

New claw-like triple vertical lights are built into the bumper’s glossy black inserts, matching up with the front grille and full-LED headlights.

The taillights were also given a slight makeover, using three superimposed horizontal double slats. Other novelties include new 16 to 18-inch wheels moulded after those offered for the 408, and these look extra funky.

The launch colour pictured here is Selenium Grey, while the GT variant gets a two-tone paint and black roof look as standard. However, regardless of colour, all e-2008s will get black side mirror caps.

Updated infotainment

Cabin commodities are mostly the same as the outgoing model, with the most notable change being an updated 10-inch touchscreen as opposed to the 7-inch displays in the pre-facelift model.

Step up to the Allure or GT and customers will also get a newly designed 10-inch digital instrument cluster, which comes with Peugeot’s 3D i-cockpit on the GT trim level. Settle for the base Active and the small SUV will come with standard analogue dials.

More power and range

Arguably the biggest update to the new E-2008 is its extra power and range. Inheriting the same hardware from the E-208 and E-308, a single electric motor delivers 115kW (156 bhp), translating to a 15 per cent increase from the outgoing model.

The battery pack has also increased from 50 to 54 kWh, which has bumped the range up to from 345 to 406 kilometres (WLTP).

For those who’d rather have a simpler internal combustion powertrain, Peugeot is still selling the 2008 with a three-cylinder, 1.2-litre turbocharged gasoline engine. Output stands at 100 bhp through a 6-speed manual gearbox or 130 bhp via an 8-speed automatic. 

We should be seeing the facelifted e-2008 make its debut sometime later in 2023 for the Singapore market.

Read more automotive news at AutoApp, or check out our latest videos on Ignition Labs TV!

First, an admission to kick things off. Most friends would characterize me as a hardcore Saab (rest in peace) fan and an Alfa Romeo apologist, but what most of them DON’T know is that I’ve always had a soft spot for French cars as well. Rather than this article becoming the length of a doctoral dissertation, check out this humorous, entertaining but sometimes factual video for some backstory on why French cars can be really charming. Which then brings us on to the Peugeot (affectionately referred to as Pug hereon out) e-2008 GT, and in its segment and price-wise in Singapore, its main competitors are the Opel Mokka-e and Hyundai Kona Electric.

With-out

There’s no denying that this Pug stands out in the way it looks from up front.

Those daytime running lights (DRLs) are arranged to mimic a lion’s claws in the headlights, and to me, fangs in the bumper section. This likely caused many cars in front to get out of the way when the e-2008 looms in their rear-view mirrors. Add to that the luscious Elixir Red paintwork that pops hard under sunlight, as well as street lights at night, and you have a truly memorable-looking compact Sports Utility Vehicle (SUV) from the word go.

The e-2008 is also memorable from the rear, thanks to its unique taillight arrangement that includes thin slivers within for the turn signals and reverse lights. The black bar bearing the company name, which comes together with the design elements below offers a sharp-looking rump that’s also sufficiently curvaceous.

With-in

Let’s address the baby elephant in the room first: the steering wheel sits UNDER the dash.

This posed two problems for 1.82-metre shorter-of-torso and longer-of-limbs yours-truly. With the column adjusted high enough, the upper rim of the steering wheel obscured the digital instrument cluster. With it adjusted to where the instrument cluster could be seen properly, I had to contort my legs to get in and out of the e-2008. While this cause-for-pause made me want to take a bludgeoning baguette to a French poodle, rest assured that neither comestible nor canine were harmed in the making of this review.

Why couldn’t Peugeot have just raised the instrument cluster by a couple or three centimetres in height?

The seats themselves are comfortable and sufficiently supportive. Though manual, they can be easily adjusted fore and aft and for height, but the backrest pitch adjustment is courtesy of a rotary knob on the side, that’s more difficult to access courtesy of the B-pillar and seatbelt that get in the way of one’s hand. Once adjusted, though, it needn’t be touched, so after scraping some skin off the knuckles, that little niggle can be overlooked.

The rather-minimalist instrument cluster is pretty easy to read, although getting to the trip information (Personal 2 mode), as well as resetting Trip 1 and then Trip 2 (short-press button on the end of wiper-stalk to toggle through Trip 1 and Trip 2, then long-press the button to reset each trip) can be a bit tricky to figure out at first. The gauges also have a nifty 3D effect, which is visually uplifting.

Speaking of the wiper stalk, there is a bottle holder in the door pocket which held my 710ml water bottle well. Very convenient. However, the way it is placed AND the length of the stalk means that one WILL inadvertently activate the wipers when removing said bottle for a refreshing drink. After a few “AARGHH!” incidents, I finally figured how to finesse the bottle out without touching the wiper stalk, but even then, it was always a close call. There you go, an example of French quirkiness.

The infotainment is of a touchscreen variety, although to best use it, one would first utilise the touch-sensitive preset selections on the panel just below the unit. Apple CarPlay and Android Auto, both wired, are available for smartphone integration. Air-con controls are also via the touchscreen, although confusingly, recirculation function is via the toggle switch just fore of the touchscreen panel. More French quirkiness. It’s not difficult, just that it takes some getting used to, which I was by the second day of the test drive.

The 10-speaker Focal audio system is a pleasure to listen to. It has presets for soundstage, meaning one can transmit music to be heard by everyone in the compact-SUV, focused forward just for the front occupants or solely for the driver. It can also play loud and clear, but is a little lacking in terms of subwoofer-base. The audio tests were done using a thumb drive with a selection of ‘DDD’ CD-ripped FLAC files, and the same via Bluetooth streaming. No discernible difference in audio quality was noted between the two. However, the system could not detect an m3u playlist file.

Rear-seat legroom is sufficient for most purposes, but the seat squabs are a little stiffer than those up front. A large panoramic sunroof allows natural light to bathe the black-trimmed and upholstered cabin and lift the feelings of airiness and spaciousness a fair amount. With the driver’s seat in my preferred position, I was able to sit in the back with snug legroom, although this would only be sustainable for shorter journeys. Two USB Type-A sockets in the centre console allow rear passengers to charge their smart devices on the move.

Boot space is a decent 434-litres. The rear-seat backrests can fold down in a 60:40 split, and with them down, luggage capacity grows to above 1,400-litres. The aperture of the boot is large and the boot floor is flat, making loading and unloading items a cinch. However, there don’t appear to be any luggage nets or tie-down points to secure items from falling over or rolling around while on the move.

On The Road

The e-2008 shares the same platform as its petrol-powered 2008 sibling. This means that electrifying this SUV will naturally face limits as compared to a platform bespoke-developed for an electric vehicle (EV). Battery capacity is 50kWh, and powers an electric motor putting down 130hp and 260Nm of torque to the tarmac through its front wheels, which also means that this compact SUV falls under COE Category A, which is nice (relatively-speaking).

The e-2008 is capable of being charged at 100kW DC from 0-80% in 30 minutes. From my own experience, that number is indeed in the ballpark, although the actual rate of charging was seen to hover around 80kW at a 100kW DC charger with 40km of indicated range on the battery. Beyond 80%, the charge-rate falls off a cliff and crawls at a snail’s pace up to 99% capacity, where an indicated 320km of range is seen on the instrument cluster. However, that number starts to drop sharply once on the move.

With just me aboard, the e-2008 managed 18kWh/100km or 5.55km/kWh on a pure street drive of 79km. With biker-buddy and fellow automotive-enthusiast Alex in the passenger seat during the mostly-highway 226km route, the consumption was 15.6kWh/100km or 6.41km/kWh, meaning the e-2008 appears to behave more like an internal combustion engine (ICE) vehicle rather than an EV, preferring highway cruising to stop-and-go city traffic. Moreover, these are actually relatively decent energy-consumption numbers for an EV.

The overall test-drive average was 17kWh/100km or 5.88km/kWh. Peugeot claims a WLTP-average consumption of 14.5kWh/100km or 6.90km/kWh, and I have no idea how they managed to achieve those numbers.

Given the 50kWh battery capacity, we’re talking real-world range of between 270-320km, which made me wish that a slightly larger 64kW battery pack had been fitted instead. This would have taken real-world range closer to 350-400km, meaning longer intervals between charges. The aforementioned limitation is probably why that couldn’t be done.

Oh, and why couldn’t Peugeot have included a decimal place in the mileage readings?

If there’s something the French are experts at (most of the time), it is excellent suspension tuning, due in no small part to cobbled streets and badly-paved roads found all over France. And so it is here with the e-2008, which is set up to ride down streets and highways softly and comfortably. Part of it is likely down to the high-profile Michelin Primacy 4 215/55R18 tyres, and this Pug absorbed and cushioned out bumps well, even on a currently badly-rutted unlit gravel track, with the LED headlights casting a powerful beam of light wide and far, and further widened by the standard-fit LED foglights.

On the move, road and wind noises are well insulated… a little too well, to be frank.

The upshot is arriving at the end of a journey feeling fresh and not fatigued by external noises. The downside is not being able to feel the sensation of speed at all. One can be cruising at 80km/h one moment, only to look down at the speedometer the next and discover to their horror that they’d inadvertently strayed to naughty km/h without realising it. Keep a close eye on the speedo.

At the end of the weekend’s test-drive…

…and despite its quirks and niggles, the more I drove the e-2008, the more I found this compact Pug subtly getting under my skin in a good way.

Though there are comfort-related features like auto-locking doors when one walks away with the keyfob in pocket, it’s not festooned with distracting cutting-edge technology. There’s just enough in here to get one through the day, and though certain functions can take some getting used to, they work in a straightforward-enough manner.

This Pug is set up for everyday comfort, and getting from A to B. Despite having ’GT‘ in its name, which is the only trim level available in Singapore, its performance is not going whet any enthusiast’s appetite. The e-2008 is distinctly French, quite simple, down-to-earth, unique-looking and honest-to-goodness in the way it goes about the daily commute.

And… there’s something else there that I can’t quite put into words. Something that one will neither feel nor comprehend until one has driven this Pug for some time.

Putting Alfa Romeo aside, to date there has only been one car, the plucky little Audi Q2, that has caused teary-eyed frog-in-throat syndrome when returning the car after a weekend’s drive. On that fateful Monday when the e-2008 was given back, I couldn’t help but feel choked up once again, looking wistfully at the parked Pug while awaiting a Grab car to take me home.

That can only be the result of je ne sais quoi, which the Peugeot e-2008 GT certainly has. Au revoir mon ami, I miss you.

Technical Specifications

Peugeot e-2008 GT
Battery Capacity: 50kWh
Power: 130hp
Torque: 260Nm
Energy Consumption: 14.5kWh/100km (claimed)
Range: 345km (claimed)
0-100km/h: 10.1 seconds (claimed)
Top Speed: 150km/h (claimed)
Kerb Weight: 1,548kg (claimed)
Price: S$78,888 excluding COE (accurate at the time of this article)
Contact: Peugeot Singapore

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