The Stellantis Group has recently upgraded its family vans and is finally offering them again with a diesel engine under the bonnet, not just in utility guise. After Opel and Citroën, Peugeot has also introduced its novelty, but its offer is a bit more different from its “own competition”. Let’s take a closer look at the Rifter, in GT trim and with automatic transmission…
I don’t think there’s much need for any extra introduction to this extraordinarily spacious and practical family car, which the Rifter has long been. The current generation MPV van was introduced back in 2018, and after a brief extempore with an all-electric offering and only a combustion-powered N1 variant, it now returns in a purely passenger version and even with a full breadth of motoring options and a slight upgrade to boot.
You’ll easily recognize the redesigned Rifter by the beautiful wide grille that seems to mimic the new 3008’s and the LED headlights with three daylight “claws”. The assertive styling is enhanced by new colours such as Sirkka Green and Kiama Blue. They help accentuate the generous shapes and trim, along with roof racks that are particularly suitable for road trips. Thanks to the wide cladding, you don’t have to worry about any scrapes, and with its high ground clearance, the Rifter will go where you wouldn’t dare with a regular passenger car. It’s also aided by a variety of traction control modes.
Inside the cabin, then, you’ll find a new (and still tiny) multi-function steering wheel, a newer 10″ digital instrument cluster, and an all-new 10″ touchscreen infotainment display, with the latest system software. This one already knows wireless Android Auto and Apple CarPlay at its core this time around. The higher version has HD resolution, two extra speakers, plus USB-C connectors and a new high-resolution parking camera. Though only the rear one, and the image typically illustrates the old-fashioned…
From his position, the driver has a good view in all directions and, thanks to the reversing camera, he can see exactly how far the perpendicular rear of the vehicle extends. There has also been a slight redesign of the centre console with an ergonomic ‘e-Toggle’ gear selector, a switch between the 3 driving modes of the Advanced Grip Control system with the aforementioned modes and, hidden underneath it all, a very capacious storage compartment.
You can buy the Peugeot Rifter in standard 4405mm length or in an extended variant with a length of 4755mm and a wheelbase extended by up to 200mm, both of which can be fitted with a third row of seats that can be folded down individually or also removed directly. In the second row, you can choose between a 60/40 split bench or three separate seats – but there are always up to three isofixes available.
What kind of MPV would this be if it wasn’t possible to enlarge the already spacious trunk. In our case, 775 litres, and simply folding down the second row of seats gives you an almost flat load area that holds up to 3,500 litres. There’s also a 12V socket in the boot area that can power your electronic devices. What’s more, the Rifter can also be purchased in a 7-seater version – both short and long versions.
The Rifter doesn’t start to be offered in mid-range trim in the list price, so this is no “junior” version. You’ll find things like manual air conditioning, a radio with a 10-inch touchscreen, hands-free and wireless smartphone mirroring, a multifunction steering wheel, a height-adjustable driver’s seat and a fold-flat passenger seat, and flip-up storage tables on the back of the front seats, front windows with speed limiter, rain sensor, automatic high beam switching, rear parking sensors and a basic package of driving assistants (emergency braking, lane departure warning, driver attention monitoring and more).
But to make matters worse, Peugeot throws in a 10″ colour instrument cluster and centre console with storage and air conditioning vents, USB charging for the second row of seats. Unlike its rivals, it only offers the petrol three-cylinder in a short version and only with a manual gearbox. In the Long version, petrol is only available for the N1 variant.
The base short Rifter 1.2 PureTech 110k BVM6 starts at €25,490 for the Allure version. The BlueHDi 100k version with manual in the same trim costs €26,990 and the extended Rifter, however, which already starts with the BlueHDi 130k engine goes for €28,990. The top-of-the-range GT trim is reserved for the more powerful 130bhp diesel variant only, mated to an eight-speed automatic gearbox, and costs €31,390 in the short version and €32,390 in the long version.
Of course, the all-electric e-Rifter also remains on offer, with a 136-horsepower, 50kWh battery pack allowing it to travel up to 340km on a single charge. You can get it (thanks to high promotional discounts) for €36,490 (Allure version) or €37,490 (Allure Long version), and in top GT trim for €38,490, or a thousand more for the Long version.
But most Slovakian customers, and I’d be guaranteed to reach for the tried-and-tested 1.5-litre diesel four-cylinder, which boasts relatively refined running, ample power (100k / 250Nm and 130k / 300Nm respectively) and fuel-efficient operation at plus-or-minus six litres of diesel per 100km.
The 8-speed automatic is capable of knocking out and “cruising” so to speak, keeping the diesel engine at optimum revs virtually all the time (and quite logically). The driving experience was again a little closer to passenger cars, and in quality Peugeot went up by leaps and bounds.
However, the Rifter’s ride noise and interior design don’t completely hide its utilitarian origins, but that probably won’t bother owners too much, because they won’t buy a roomier, more practical diesel vehicle for the money. With the end of classic MPVs, these cars represent the last salvation of larger families, and they do their job really well.
