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News

Peugeot Goes All-In for 2026

Peugeot doesn’t tiptoe into the new year. It kicks the door open. When the 102nd Brussels Motor Show fires up from January 9 to 18, 2026, the French brand arrives with a lineup that’s less about quiet corporate transition and more about reminding everyone that enthusiasm and electrification don’t have to be mutually exclusive.

This year’s stand reads like a mission statement made metal: French design flair, multi-energy flexibility, and a renewed obsession with making cars feel good to drive—even when electrons are doing the work.

A Brand Still Chasing Pleasure

Peugeot’s messaging is blunt and refreshingly old-school: driving should be enjoyable. Not merely efficient. Not just sustainable. Enjoyable. The company leans heavily on its heritage—more than two centuries of engineering and design—while pairing it with current-gen tech like panoramic digital cockpits, dual-motor AWD EVs, and long-range battery packs.

The result is a portfolio that spans combustion, hybrid, plug-in hybrid, and fully electric vehicles without forcing buyers into a single technological lane. Peugeot isn’t betting everything on one drivetrain. It’s betting on choice.

The Headliners: 408 and an Electric GTi

The biggest reveal in Brussels is the new Peugeot 408, a saloon that leans hard into drama. It’s expressive, unexpected, and intentionally a little provocative. Peugeot wants a “wow” reaction, and judging by the design language—fastback proportions, sharp surfacing, and unapologetic French panache—that’s exactly what it’s aiming for. The 408 positions itself as a visual counterpunch to conservative midsize sedans, and Peugeot clearly expects it to act as a design ambassador for the brand.

Peugeot 408

But the real emotional hook is the new Peugeot E-208 GTi. Yes, GTi is back—and no, it doesn’t run on gasoline. This is a fully electric take on Peugeot’s most iconic badge, and Brussels will mark its first-ever appearance in Belgium. Peugeot calls it “pure driving pleasure,” and while the spec sheet matters, the symbolism matters more: the GTi name survives the EV transition intact, performance-focused, and unashamedly fun.

Core Models, Sharpened

The familiar faces are here, too—updated, refined, and increasingly tech-forward.

The Peugeot 208 remains the brand’s style leader in the compact segment, with a sporty stance and a cabin dominated by the small steering wheel, 3D digital instruments, a 10-inch HD touchscreen, and piano-key toggles that somehow still feel special in a world of touch sliders.

Peugeot 208

The Peugeot 2008 continues to blur the line between compact crossover and design object. New lighting signatures, revised alloy wheels, and a wider grille give it more visual muscle without sacrificing agility.

Then there’s the new Peugeot 308, a compact saloon that quietly does everything well. It combines restrained elegance with modern tech and real-world usability. The electric E-308 backs that up with a 361-liter trunk—proof that EV packaging doesn’t have to come at the expense of practicality.

Peugeot 308

Even more niche—and more interesting—is the E-308 SW, one of the very few electric estate cars on the market. With up to 1,402 liters of cargo space, a clever 40/20/40 folding rear seat, and details like Magic Handles that let you drop the seats from the trunk, it’s a reminder that wagons still make sense—especially when electrified.

Adventure and Utility

Peugeot hasn’t forgotten buyers who want space and versatility over sharp turn-in.

The Rifter returns in force, offering electric range up to 343 km WLTP while also making a notable comeback with petrol and diesel options thanks to its multi-energy platform. It’s rugged, modular, and unapologetically practical.

Peugeot E-3008

On the SUV front, the Peugeot 3008 steals attention with its fastback profile and the striking Panoramic i-Cockpit, dominated by a 21-inch curved display. The Brussels show highlights the E-3008 Dual Motor, pairing a 213-hp front motor with a 112-hp rear unit for a combined 325 hp and all-wheel drive. Range? Up to 497 km WLTP—strong numbers for a performance-oriented electric SUV.

The larger Peugeot 5008 follows the same philosophy, offering five- or seven-seat layouts and an expanded electric lineup. Buyers can choose between a standard electric version (up to 502 km), a Dual Motor AWD variant (up to 473 km), or a long-range configuration stretching to an impressive 668 km.

Peugeot E-5008

Vans That Mean Business

Commercial vehicles get their own spotlight at the ProOne stand. The Partner and Expert are engineered for urban reality: tight parking, low noise, and zero-emission access where regulations demand it. The E-Partner and E-Expert underline Peugeot’s strategy of treating professionals as first-class EV customers, not an afterthought.

Connected, for a Decade

Peugeot is also making a notable move in connected services. Buyers of electric models now receive e-ROUTES by Free2move Charge and E-Remote Control as part of the Connect ONE Pack—for 10 years, with no subscription required.

That means optimized EV navigation with real-time charging planning, plus remote access via the MyPeugeot app to manage charging, set battery limits, pre-condition the cabin, and even pre-heat the battery on select models like the E-3008 and E-5008. It’s a rare example of a brand simplifying ownership rather than nickel-and-diming it.

Aggressive Offers, Clear Intent

Peugeot isn’t shy about using the Brussels Motor Show to move metal. Show-specific incentives include hefty trade-in bonuses, extended warranties up to eight years or 160,000 km, 0% financing options, and generous recycling premiums—particularly relevant with stricter low-emission zone rules arriving in Brussels in 2026.

Layered on top is Peugeot’s Electric Promise: long-term vehicle and battery warranties, a free home wallbox, and access to over one million charging points across Europe.

The Takeaway

Peugeot’s Brussels presence isn’t about a single car or a single technology. It’s about momentum. The brand is leaning into electrification without abandoning personality, offering EVs that aim to excite rather than merely comply.

In a market crowded with safe bets and cautious redesigns, Peugeot shows up swinging—reviving GTi, doubling down on design, and making a credible case that the future of driving can still be fun.

And really, that’s a message worth hearing at the start of any automotive year.

Source: Peugeot

News

The Garmin dēzl DualView Is Built to Watch What Truck Mirrors Can’t

If you’ve ever spent time around a long-haul truck—or worse, driven next to one in traffic—you know blind spots aren’t just an inconvenience. They’re a physics problem measured in feet, mirrors, and unforgiving sheet metal. Garmin’s latest solution, the dēzl DualView camera system, is designed to shrink those blind spots down to something a driver can actually manage, and it does so with the kind of practicality you’d expect from a company that’s been living in dashboards for decades.

The DualView system is aimed squarely at professional drivers, not gadget collectors. Instead of chasing novelty, Garmin focused on the moments that make truck driving stressful: lane changes, tight maneuvers, and the what-just-happened chaos of an unexpected incident. The setup uses two side-mounted cameras that stream a real-time view of both sides of the truck, keeping a constant watch over the blind spots that mirrors alone can’t fully cover.

Video quality matters here, and Garmin didn’t cheap out. The cameras record in 1080p HD, automatically capturing footage when incidents occur. That means no scrambling to hit record after the fact—the system is already doing the job. Footage is stored on a microSD card, turning the DualView into both a safety aid and a rolling witness if questions come up later.

Durability is another box Garmin clearly wanted checked. The cameras carry an IPX7 rating, which translates to real-world survivability: rain, sun, and even pressure washing won’t knock them out of commission. This isn’t consumer electronics pretending to be rugged; it’s hardware built for vehicles that don’t get to hide in garages.

Inside the cab, the system is flexible about how it presents information. Drivers can view the camera feed on a dedicated in-cab display, a connected tablet, or directly on a Garmin dēzl OTR truck navigator or compatible RV navigator. When a vehicle slips into a blind spot or a lane change starts to look questionable, the system delivers visual alerts—subtle enough not to overwhelm, but clear enough to demand attention.

Garmin says the DualView was developed with real-world trucking in mind, not just lab testing or spec-sheet bragging rights. Susan Lyman, Garmin’s vice president of sales and marketing, points out that the system is meant to help drivers feel more confident behind the wheel. Just as important, recorded footage can provide an extra layer of protection when fault is disputed—an increasingly common concern in today’s dashcam-everywhere traffic ecosystem.

None of this comes cheap. The dēzl DualView goes on sale January 8 with a suggested retail price of $999.99 in the U.S. That’s not impulse-buy territory, but in the context of commercial trucking—where a single minor incident can cost far more—it’s easier to justify. You’re not just buying cameras; you’re buying situational awareness and documentation.

Garmin’s DualView won’t magically make traffic smarter or impatient drivers more predictable. But it does give truckers better information, faster, in the places where it matters most. And in a vehicle where visibility is always compromised by sheer size, that extra set of digital eyes could be the difference between a close call and a costly mistake.

In other words, it’s not flashy. It’s not fun. And that’s exactly why it makes sense.

Source: Garmin

News

The New VW T-Roc Starts at £31,620

Volkswagen’s T-Roc has always been the brand’s fashion-forward counterpoint to the sensible Golf—a crossover with sharper cheekbones and a whiff of attitude. For its second generation, the T-Roc doesn’t just sharpen its look; it grows up, stretches out, and quietly takes on a bigger role inside VW’s lineup. When order books open in the UK with prices starting at £31,620, this revamped compact crossover will arrive carrying more than a new design and a tech-heavy interior. According to Volkswagen, it may also be the final brand-new combustion-powered vehicle the company launches.

That’s a lot of weight for a compact crossover that’s already sold more than two million units since debuting in 2017. But here we are.

Bigger, Bolder, Still a Bit Cool

The Mk2 T-Roc rides on familiar Golf-based underpinnings, but it’s now 120 millimeters longer, stretching to 4373 mm overall. That puts it squarely in the crosshairs of rivals like the Toyota C-HR, Mazda CX-30, and Kia Niro. The extra length helps with presence—and, presumably, rear-seat breathing room—while keeping the proportions that made the original T-Roc popular.

Design boss Stefan Wallburg says the goal was to push the T-Roc further away from the Golf’s buttoned-down personality. The new car leans harder into its “lifestyle” brief, with a more rugged, expressive face and VW’s latest design cues. Wraparound light bars front and rear tie it visually to the Passat and Tiguan, while fresh wheel designs—now up to 20 inches—and bolder paint options give buyers more room to flex.

The coupe-like roofline remains, and thankfully, VW didn’t sand off the T-Roc’s edges in the name of aerodynamic efficiency. This one still wants to look like it has hobbies.

Familiar Power, New Tricks Coming

At launch, the T-Roc sticks with what VW knows. The core lineup features 1.5-liter turbocharged four-cylinder mild hybrids making either 114 or 148 horsepower, all paired with a seven-speed dual-clutch automatic. Later in the year, a stronger 2.0-liter mild-hybrid gasoline engine will arrive in a range-topping, all-wheel-drive version.

The big news, though, is what comes next: a full hybrid. This marks Volkswagen’s first proper “self-charging” hybrid setup, broadly similar in concept to Toyota’s well-worn system. A gasoline engine works alongside a small electric motor to cut emissions and boost efficiency, without the need to plug in.

Details are still under wraps, but VW has confirmed two output levels—134 or 168 horsepower—with torque topping out at a healthy 226 lb-ft. A compact battery will live under the rear seat, and while VW isn’t ready to quote an electric-only range, engineers suggest it’ll do more than just creep out of a parking space. Think short, low-speed electric running rather than full EV cosplay.

Notably, the T-Roc won’t offer a plug-in hybrid option, even though it rides on VW Group’s latest MEB Evo architecture. CEO Thomas Schäfer says that’s a strategic choice, not a technical limitation. In other words, if the market demands it, a plug-in T-Roc could happen. Flexibility is the watchword here.

Possibly the End of the Line—for Now

Schäfer has been clear: on current planning, the T-Roc is the last all-new combustion-powered vehicle VW intends to launch. Everything that follows, conditions permitting, will be electric. But he’s also quick to hedge. Regulations evolve. Markets shift. Customers vote with their wallets.

If the demand for combustion—or hybrid—models sticks around longer than expected, VW isn’t ruling out more gas-powered launches. For now, though, the T-Roc stands as a kind of punctuation mark at the end of VW’s internal-combustion chapter.

Inside: Buttons Are Back (Mostly)

Step inside, and the T-Roc mirrors the latest Golf and Tiguan with a thoroughly modern cockpit. A 10.0-inch digital instrument cluster comes standard, joined by a 12.9-inch central touchscreen and an available head-up display. Crucially, Volkswagen has listened to feedback and restored a meaningful number of physical controls.

The highlight is a new multifunction rotary dial on the center console that handles drive modes, audio volume, and interior settings without forcing you into a submenu maze. Wallburg says the focus was on perceived quality and intuitive operation—tight panel gaps, cleaner surfaces, and controls that look like they do what they’re supposed to do.

In other words, less guessing, more driving.

Trims and Takeaway

The Mk2 T-Roc launches with four trims—Base, Life, Style, and R-Line—plus the usual buffet of packages and options. It’s a familiar VW strategy, but one that gives buyers plenty of room to tailor the car from understated daily driver to sporty crossover with a wardrobe budget.

The new T-Roc doesn’t reinvent the compact crossover, and it doesn’t need to. What it does do is sharpen the formula, add meaningful electrification, and quietly mark the end of an era for Volkswagen. If this really is the brand’s last new combustion-powered debut, it’s fitting that it goes out not with a bang, but with a confident, well-rounded reminder of why cars like this still matter.

Source: Autocar