Like The Previous Model

Earlier this year, Mercedes-Benz debuted a lightly refreshed GLA lineup. The compact crossover received minimal changes to its front and rear ends, new fog lights, optional LED headlights, and some additional interior bright work. However, while the refresh extends the car鈥檚 life, this model isn鈥檛 long for this world as Mercedes-Benz is hard at work designing the next generation that we鈥檝e captured testing. Spied in Germany, this GLA mule wears less body cladding and camouflage than the last one we caught. Like the previous model, the 2019 Mercedes-Benz GLA will again ride on the A-Class鈥?platform when the next-gen cars arrive. Though the current GLA was clearly distinguishable from the A-Class hatch, it appears the next-generation cars will look more alike, if similar-looking recent test mules are any indication. Although the camouflage is still obscuring much of the car鈥檚 features, some aspects are easily made out. At the front, a more aggressive hood and front bumper encompass the new headlights that resemble the GLA鈥檚 distant cousin, the AMG GT. Moving rearward, the wheel wells have been enlarged and given protruding fender flares, very similar to the fender flares we saw on the E-Class All-Terrain 4脳4虏 concept shown not too long ago. Further back, the hatch appears to have a reshaped rear spoiler, new rear fascia, and new taillights. Engine options are likely to remain similar to the current model, with small-displacement turbocharged engines expected to make up the bulk of powertrain choices. It鈥檚 also likely that there will be another AMG-tuned model like the current GLA 45 AMG with a hotter engine.

The Peugeot 508 is hard to miss, really. This new plug-in hybrid model, then, could transform the 508 from a decent car that you buy primarily because you like the way it looks, to something that also makes cold, hard financial sense. When you鈥檙e out of electric running, the front-wheel drive Peugeot 508 HYbrid鈥檚 177bhp 1.6-litre turbocharged petrol engine kicks in and, of course, gives you the freedom of any normal petrol or diesel car. Charging will take around 7 hours from a standard three-pin domestic socket, while a 7kW AC fast charger will do the same in 2 hours. The 508 does also offer the option to hold the battery charge for later in the journey. We had a go in a couple of prototype vehicles, which promise a decent balance of neat handling and composed comfort despite the added weight of the 508 HYbrid鈥檚 11.8kWh lithium-ion batteries. Select 鈥榋EV鈥?pure electric mode and it whirs along with minimal transmission whine and tyre noise, helping to keep things impressively quiet.

Default Hybrid drive mode allows the electric motor and petrol engine to trade efforts as the car sees fit, which all happens smoothly, with the slight noise and vibration of the petrol engine kicking-in kept to an easily-ignored background noise. One niggle is that the eight-speed automatic is sometimes clunky in responding to the steering wheel paddles or to a heavy prod of the throttle; engineers suggested this was one key development area that鈥檚 still being refined. Adaptive dampers will also be standard fit on the 508 HYbrid but the differences between modes feels fairly marginal on the prototype cars. Comfort mode takes the edge off the slightly choppy low speed ride, but otherwise the standard setting will be more than cushy enough for most buyers. It shifts along with a hefty hit of acceleration in its mid-range, and the small steering wheel (still something of an acquired taste) emphasises the sense of the car鈥檚 nose tucking in as it swings into a corner.

As long as you鈥檙e wary of the tweak of torque steer that you can get if you hop on the throttle too eagerly, the Peugeot 508 HYbrid flows down the road in a pleasingly punchy and slick fashion. Peugeot has gone to some lengths to keep the standard 508鈥檚 interior practicality. Passenger space stays the same, meaning loads of room up front and enough in the back for two leggy passengers - if less headroom than you鈥檒l enjoy in conventional rivals like the Skoda Superb. This technology in this car isn鈥檛 significant only to Peugeot. And, overall, the Peugeot 508 HYbrid feels like a hearty start in the right direction for the brand and for the buyer. There鈥檚 a fizz of interest to the way it drives, the way it looks and the general polish of the 508 that compliments the innate potency and efficiency of the plug-in hybrid powertrain. Pricing, however, will be critical.

Lexus has long followed the hybrid route, and in the UK at least the ES will only be available with a petrol-electric drive system. Depending on the model and the alloy wheels fitted, the ES is capable of between 48.7 mpg and 53.2mpg under WLTP testing protocols, giving it a theoretical range of almost 600 miles on a single tank of fuel. Emissions are rated at 100g/km NEDC for the entry-level ES version, rising to 106g/km for the F Sport model. That makes it an appealing prospect, as it manages to compete with diesel rivals, but using petrol power. For company car drivers it also means a lower Benefit in Kind band than for similarly priced diesel executives, because the ES isn鈥檛 subject to the 3% BiK surcharge on diesel models. Road tax rates for the ES are competitive, although the price tag can affect this significantly. The entry-level ES model costs 拢130 per year at the current rates which is 拢10 less than a non-hybrid alternative, which is a modest saving.