
Peugeot to revive GTi badge with electric 208 hot hatch
New Peugeot boss Alain Favey stated recently that it will deliver a memorable driving experience.
The last Peugeot GTI model available was the previous-generation Peugeot 308, sales of which ended in 2021.
NZ Autocar reported earlier this year that a new GTi may be on the way.
Favey recently said: 'I'm in a position to confirm that we will reintroduce the GTi on the e-208 as soon as possible.'
He reckons that the new GTi is all about reconnecting to Peugeot's past. It will also link the French brand's road cars to its involvement in motorsport. Peugeot competes in the World Endurance Championship with its 9X8 hypercar.
He continued: 'We want to continue to nurture the reputation of the brand for driving sensations'. An existing e-208 with roof racks.
Favey has not ruled out other GTis, nor the concept of combustion engined or PHEV versions. He says it depends on customer demand.
He told Autocar UK: 'We will start with the 208 and [are] definitely listening to your inputs, or what our customers will say as well.
'We don't exclude that there might be other executions of the 208 GTi under the GTi badge. But for today there's absolutely nothing planned in that sense.'
The return of the GTi was one of his first priorities since taking over as Peugeot CEO in February. 2024 Peugeot 208 GT Hybrid
Expect typical GTi flourishes, including red styling elements around the grille, wheels and badges. Up front a reshaped bumper with bigger vents and a splitter are likely. Typical upgrades include suspension stiffening, a wider track and uprated brakes.
The new e-208 GTi will likely use the same powertrain as the Abarth 600e, which is based on the same e-CMP platform.
That features a 177kW motor and a Torsen limited-slip differential up front. PSA suggests a sprint time of around 6.0sec.
Both the Abarth and the Alfa Romeo Junior Veloce also feature a 207kW motor. That leaves room for a special edition 208 GTi by Peugeot Sport.
With the e-208 GTi on the starting blocks, a similar version of the Vauxhall Corsa Electric is a possibility. However, Vauxhall has already confirmed plans for a hot Mokka GSE, using the Abarth 600e's powertrain.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


NZ Autocar
2 days ago
- NZ Autocar
Polestar 3 does 930km for new electric SUV range record
A stock standard Polestar 3 beats its official range by 229km and sets a new Guinness world record for electric SUVs. The record, set on UK roads, involved the new Long Range version of Polestar's flagship SUV. It features a 107kWh battery pack and a single 220kW motor on the rear axle. The record 930km eclipses the 3's 700km official stated range. And it bests the previous record of 912km set by the Ford Mustang Mach-E last year. Overall efficiency equates to 19.5kWh per 100 miles. That's in line with the official WLTP efficiency figures of some small electric cars weighing much less than the 2.4-tonne Polestar 3. Polestar said the SUV ran on for 13km after the battery charge readout reached 0 per cent and still managed to get to a charger. The Polestar 3 chosen was unmodified, right down to its Michelin Sport 4 EV tyres. And the attempt was made on public roads. A week earlier, Chevrolet revealed its new Silverado EV pick-up had managed almost 1700km on a single charge. However, that was with modifications and the record took seven days to complete. The Silverado's 205kWh battery pack is around twice the size of the Polestar's. Moreover, it averaged 7.8km/kWh, compared with the Swedish car's 8.2km/kWh. The current outright range record for an unmodified electric car is held by the Lucid Air. But the Polestar's record-chasing run was undertaken in conditions that better reflect real-world driving. One of the drivers, Sam Clarke, commented: 'We use public roads, and we have to adhere to normal speed limits….'. This record is 'the closest thing to the real world, on proper roads at proper speeds. 'It just shows what's possible. Driving a little bit more efficiently – which ultimately equates to just moving your right foot a few less millimetres each time – can actually generate significant amounts of range. 'EVs really can go a long way now', Clarke said, and 'the range anxiety we've seen in our industry for many years is rapidly diminishing'. He added that 'the infrastructure still needs to continue to improve as the technology advances in the vehicles as well'.


NZ Autocar
3 days ago
- NZ Autocar
2025 Chevrolet Corvette E-Ray Review
This electrified Corvette gets gone like a bullet from a gun. Is it the best version of the C8 you can buy in New Zealand? Here's an interesting one, a four-wheel drive, electrified Corvette. Who would have thought? Guess time catches up with even old nameplates like the Corvette. America's Sportscar has been around longer than the 911, which is another old timer that has recently embraced electrification. Does a dose of modernity improve the recipe? The E-Ray What is it exactly? GM explains it best; 'The E-Ray is not an electric vehicle or a traditional hybrid, but rather a fuel-efficient performance vehicle with electrified propulsion that does not need charging.' In the back is the GM's 6.2-litre LT2 contributing 369kW and 637Nm (same as the Stingray) and driving the rears via the same eight-speed dual-clutch. There's a 1.9kWh battery positioned longitudinally between the seats feeding the 119kW/169Nm electric motor on the front axle. Together they give the E-Ray a total of 488kW and 806Nm. While it's said to be fuel efficient, it's all relative we suppose, in the realm of 488kW machines. GMSV doesn't list consumption, but says 12.8L/100km. The Stingray number is 15.1, the Z06 at 20.2. This still drinks freely however, the average sitting at 14L/100km around town, and up to 19 when pumping away hard. In traffic, the electrics don't do much. There is an idle-stop system, and the motor helps the E-Ray pull away cleanly as the V8 kicks back into life. But otherwise the motor doesn't add greatly to lower speed running. On the motorway, the E-Ray seems to slip into its four-cylinder mode more often, while the motor will help it accelerate without leaning too much on the engine, keeping it in four-pot operation longer. A drive from Auckland to Hamilton and back saw the consumption sitting in the low nines. We tried a few times to go Stealth. This is the all-electric drive mode, though it's only good for around 6km at best, up to 70km/h. But when we tried it, it lasted mere moments before the V8 fired. It seems you need to tread very lightly on the gas. It's odd in that you have to turn the mode button to activate Stealth before starting up. And once the 6.2 is on, Stealth mode is over. So really, it's good only for creeping out of the garage early in the morning, and pootling down the road. Wild Middle child The E-Ray drops in at $285,000, which sees it slip in between the regular old Stingray coupe (3LT $207,000) and the track-honed, hardcore Z06 (starting at $346,000). Often we find the middle of the range the sweet spot, and is that the case with E-Ray too? Well, it's mighty impressive. It's got the OMG thrust that the Stingray lacks while it's more exploitable on road than the Z06. It feels as quick, but manages to be more engaging on road. While it's four-wheel drive, the two axles aren't connected. So with traction control off, you can give it a boot full out of a bend, and the rear will get lively, but the fronts help pull it straight. So it's engaging, interactive, dynamic. The C8's chassis can definitely handle the extras. It's surprisingly quick, the front wheels dragging you along as it briefly fills the gap while the V8 winds up. There's some minor tramlining to contend with but it's nothing too major. As the numbers tick up, the electric motor emits quite the whine. Apparently it is faked via the speakers. But it works, akin to the sort of noise a supercharger might make. And it complements the V8, which is a little muted below 3000rpm, but then roars properly until its shift up point at six and a half. Where you feel a bit short changed in the Stingray in terms of outright pace, here you certainly don't. This is savagely quick out of the corners and down short straights, reminding of the McLaren Atura. Only for half the price. Of the drive modes, we mucked around with the Z setting, but it's more for track work, with everything at max attack. And the Performance Traction Management trickery only works when the magnetic ride control dampers are in the Track setting. And that's a bit much for the road. You can however dial those back to Sport and turn the T/C off, which works well. You'll likely outbrake yourself into the first corner taken at pace as the standard fit carbon ceramics operate better with some temperature in them. And then they really work. The pedal has a solid feel, and they hit hard when you stand on them. The Corvette's chassis can take a beating. It's well balanced and turns in sharply. The front hangs tough, as there is a lot of tyre on the E-Ray. That gives it plenty of grip, and traction. And lots of rubber roar too; it's loud on coarse chip highways. You're better off paddling the gears along, for the auto can be reluctant to change down when braking. The shifts are delivered more quickly via the manual mode too. Its steering can be loaded up with weight but it doesn't translate to an intimate interface. It does enough but it's really not until you're on the ragged edge that it delivers the feedback you want. We drove the 911 GTS a few months back, which is another performance hybrid, and this car gives it a genuine run for its money. The E-Ray is quicker from bend to bend, and it's cheaper too with more kit thrown in. The 911 steers better, the trans is superior and you might like the rear-drive purity with the ability to throw some short people in the back seats. Showman The E-Ray looks sensational, beating the 911 on showmanship. This has the same wide body as the Z06, looking properly supercar like. It's striking in this hue, and even the chromed alloys (actually forged aluminum wheels in Pearl Nickel finish) look right, showing off those big carbon brakes. The E-Ray remains a usable machine with two boots, the one up front only marginally smaller than the Stingray's. It's not too hard to get in and out of either but being so wide it does take up all of the car park, and then it's a bit hard to emerge from. The Corvette is not perfect. While it's nice to have the targa top configuration, it squeaks over the bumps. The row of HVAC switches is looking old now, and it needs a better drive mode button. The screen is a bit small too, with limited functionality. All of this is addressed with the new MY26 Corvette, which sees a revised console with larger cup holders, a toggle switch for the modes, the removal of the central divider and those buttons, and a whole lot more screenage. Both the infotainment and driver displays are bigger, and there is another under the A-pillar. Unfortunately they haven't changed the square steering wheel in the upgrade. We wouldn't go for this white interior either. Santorini Blue interior on 2026 Chevrolet Corvette ZRX1 with the updated interior. Annoying this doesn't get active cruise but the standard fit front end lifter is handy, as is the front camera system. The everyday ride is tolerable, and the trans is happy in traffic. Buy the E-Ray if you want supercar pace and looks without quite the price tag. It's the pick of the Corvette trio, but maybe wait for the MY26 cabin update. Chevrolet Corvette E-Ray $285,000 / 12.8L/100km / 293g/km 0-100 km/h 2.9s Ambient cabin noise 80.1dB@100km/h Engine 6162cc / V8 / DI Max power 369kW@6450rpm Max torque 637Nm@5150rpm Motor Output 119kW / 169Nm Battery 1.9kWh Hybrid System Output 488kW / 806Nm Drivetrain e-AWD Front suspension Wishbones / sway bar Rear suspension Wishbones / sway bar Turning circle 11.1m (2.2 turns) Front brakes Carbon discs (398mm) Rear brakes Carbon discs (391mm) Stability systems ABS, ESP Safety AEB, BSM, LDW, RCTA Tyre size f-275/30R20 r-345/25R21 Wheelbase 2722mm L/W/H 4688 / 2025 / 1234mm Track f-1685mm r-1678mm Fuel capacity 70L Luggage capacity f+r-355L Tow rating Not rated to tow Service intervals 12 months / 15,000km Warranty 3yrs / 100,000km ANCAP rating Not yet rated Weight (claimed) 1712kg But wait, there's more GM recently zapped its top Corvette with electrification, producing the ZR1X. Chevrolet says its good for a 0-96km/h time of under two seconds and a standing quarter under nine seconds thanks to AWD and 932kW. The ZR1's 5.5-litre LT7 twin-turbo V8 outputs 793kW at 7000rpm and 1124Nm at 6000rpm, all that flowing to the rears via the eight-speed dual-clutch. The V8 is largely hand built, and boasts an anti-lag system. Up front is an electric motor delivering 139kW and 197Nm. It all works on the same principals as the E-Ray but gets a specific eAWD control system. Also new is PTM Pro allowing you to turn off the traction and stability control while keeping regen brake torque vectoring and launch control active. There is also an Endurance Mode which optimises the battery for consistent performance on track. Meanwhile, Qualifying Mode maximises power for the fastest lap times and there's a Push-to-Pass button. The ZR1X comes with Alcon 10-piston front and six-piston rear calipers, paired with carbon-ceramic rotors measuring up at 419mm. Along with standard fit magnetic ride control, a ZTK Performance Package offers stiffer springs and Michelin Pilot Cup 2R tyres for track-day grip. A Carbon Aero package adds dive planes and a big rear wing.


Otago Daily Times
06-08-2025
- Otago Daily Times
'A change that simply has to happen': Road user charges for all cars a step closer
By Anneke Smith of RNZ The government is inching closer to replacing petrol tax with electronic road user charges, or RUCs, on all light vehicles, in what the Transport Minister calls the biggest shake-up of road funding in half a century. Cabinet has agreed to pass law changes next year to modernise the existing RUC system, but no date has yet been set for the full switch-over. Speaking at a conference in Wellington, Transport Minister Chris Bishop said the process would be simple - like paying a power bill or Netflix subscription online. It will put an end to the existing two-tier system where petrol users pay fuel excise duty (FED) of about 70 cents a litre at the pump, while diesel, electric and heavy vehicles pay paper-based road user charges (RUC) based on distance they travel. While no date has been set for a full transition, it's expected a new digital system whereby all motorists pay a bill online will be "open for business" by 2027. "For decades, petrol tax has acted as a rough proxy for road use, but the relationship between petrol consumption and road usage is fast breaking down," Bishop said. He said petrol vehicles with better fuel economy contributed less FED per kilometre towards road maintenance, operations, and improvements. "We are also seeing a fast uptake of fuel-efficient petrol hybrid vehicles. In 2015, there were 12,000 on our roads, while today there are over 350,000," he said. Bishop said as the vehicle fleet changed, the way it was funded had to follow. "It isn't fair to have Kiwis who drive less and who can't afford a fuel-efficient car paying more than people who can afford one and drive more often," he said. "This is a change that simply has to happen. The government has recognised reality and is getting on with the transition." The coalition's transition will happen in stages, beginning with legislative and regulatory reform to modernise the current road user charges (RUC) system and faciliate private sector innovation. "The current RUC system is outdated. It's largely paper based, means people have to constantly monitor their odometers, and requires people to buy RUC in 1000km chunks," Bishop said. "We're not going to shift millions of drivers from a simple system at the pump to queues at retailers. So, instead of expanding a clunky government system, we will reform the rules to allow the market to deliver innovative, user-friendly services for drivers." Bishop said a handful of E-RUC companies already did this for about half of the country's heavy vehicle fleet and there were several companies, both domestic and international, with technology that could make complying with RUC cheaper and easier. Law changes the government is progressing include: - Removing the requirement to carry or display RUC licences, allowing for digital records instead - Enabling the use of a broader range of electronic RUC devices, including those already built into many modern vehicles - Supporting flexible payment models such as post-pay and monthly billing - Separating NZTA's roles as both RUC regulator and retailer to foster fairer competition - Allowing bundling of other road charges like tolls and time of used based pricing into a single, easy payment. Bishop promised the changes would support "a more user-friendly, technology-enabled RUC system" with multiple retail options available to motorists. "Eventually, paying for RUC should be like paying a power bill online, or a Netflix subscription. Simple and easy," he said. "I expect to pass legislation in 2026, followed by an updated Code of Practice for RUC providers. We will also engage with the market in 2026 to assess technological solutions and delivery timelines. In parallel, NZTA and Police will upgrade their systems to support enforcement in a digital environment." The coalition expects the RUC system will be 'open for business', with third-party providers able to offer payment services and a consistent approval process in place by 2027. "At this stage, no date has been set for the full transition of the light vehicle fleet. That's a deliberate choice, as we're focused on getting the system right rather than rushing its rollout," he said. "This is a once-in-a-generation change. It's the right thing to do, it's the fair thing to do, and it will future-proof how we fund our roads for decades to come."