by These are tough times for launching minivans. But Peugeot insists that the Rifter is a practicality-oriented product, which is not a traditional cargo-passenger carrier, but rather a crossover with SUV features. The Peugeot Rifter is an economically efficient transport for the whole family that cleverly disguises its roots. 
There is more than a slight resemblance between the Rifter and its cousins from the quartet. But Peugeot has taken a step towards crossovers.
The French have a long history of producing passenger transport based on vans.
The idea of a low-cost refinement of a boxy body without windows has taken hold and turned over the years into the ideal choice for active families on a tight budget. Especially for those for whom a car is just a means of getting from point A to B. Peugeot went out of its way to disguise the fact that the Rifter is a direct relative of the new Citroen Berlingo. It wasn’t just about replacing headlights and grille, as with the other two participants in this quintet from Opel and Toyota. Peugeot received a characteristic black trim around the body perimeter, including wheel arches, as well as bright roof rails and an extra two centimeters of ground clearance.
This, of course, did not make it look like an SUV (although a four-wheel drive version is already on its way to dealers). But the Rifter still has a burly appearance of popular Tonka toys, suggesting its unpretentiousness and readiness for adventures. Such that its competitors lack, like the Fiat Qubo, Ford Tourneo Connect, and Volkswagen Caddy Life. In turn, the Rifter could teach SUVs a lesson in capacity. In just the cabin alone, there are 28 different storage spaces holding up to 180 liters, which is 12 liters more than the Toyota Aygo can fit in its trunk.
Like its minivan and commercial van relatives, the Rifter is built on the Peugeot EMP2 platform, borrowing suspension elements and architecture from PSA Group’s hatchbacks and crossovers. The short-wheelbase Rifter stretches 4403 mm from bumper to bumper, while the long version extends to 4753 mm. The exterior looks sturdy, and the interior is well thought out, but the interior trim is all hard plastic. 
Inside, the Rifter shares its configuration with the van, and the dashboard features the beloved i-Cockpit instrument cluster rising above the steering wheel. This unusual addition works particularly well in the Rifter due to the more vertical and elevated driver’s seating.
The front overhang and bumper are shorter than in the old Partner, improving frontward visibility. The large windows typical of such a body flood the cabin with light, which can also come from above with the optional two-section Zenith glass roof (30,720 UAH). 
Folding tables are found on the backs of the front seats, a narrow shelf for documents is located under the ceiling at the front, and at the back, there’s a (optional) cabinet for lighter luggage like clothing. Available equipment includes the familiar 8-inch PSA display with touch buttons on the sides and Apple CarPlay and Android Auto connectivity protocols, dual-zone climate control, engine start button, keyless entry, and an electric parking brake. 
Many other Peugeot models have also moved heating and climate control management to touch, but the Rifter retains physical buttons and dials, which admittedly are much more intuitive and less distracting on the road.
As outside, most of the interior of the PSA/Toyota quartet is shared. This includes, for example, the raised dashboard, on which the gear lever is located, and a simple layout that favors ergonomics, space, and practicality over style. 
There is a choice of a solid bench or individual seats in the second row
The design and build level has significantly progressed compared to the Partner, although against the backdrop of materials in passenger cars and crossovers of these dimensions, the ones used here might seem a bit rustic. Nevertheless, although the plastic is hard, it does not look cheap and really is sturdy. In any dimension, the interior of the Rifter is huge: head, leg, and shoulder space is in abundance in all three rows, and the width of the second row is sufficient to accommodate three child seats.
Access is simple thanks to large sliding doors and an entirely flat floor. But if you need seven seats and a trunk, it’s worth opting for the longer wheelbase, like in our test version, as the length gain goes to the cargo area behind the third row of seats. 
The extra length of the L2 version is behind the third row of seats, giving you phenomenal trunk space
Folding the seats is a simple unlocking of the locks on their backs, and all chairs fold into the floor, forming a flat, seamless loading area if the version with three individual chairs is chosen. The third row consists of two individual seats that can be removed. The front passenger seat also folds almost horizontally, after which the Rifter L1 can take long items up to 2.7 meters, and the L2 even up to 3.05 meters – enough, for instance, for a kayak.
The advantageous van remains one of the best ways to transport a growing family and everything related to it
The Rifter is equipped with a massive trunk, and Peugeot claims that the load volume reaches 4000 liters for the long wheelbase version with all seats folded. When the seats are in place, you still get a colossal 1050 liters. Under the hood, Ukrainian dealers only have diesel engines – a 1.6-liter 92 hp from the predecessor and a new 1.5-liter 130 hp. The first comes with a 5-speed manual transmission, and in the second version, the engine works with an 8-speed automatic. 
The 92-horsepower diesel of our test car provides confident nudging when overtaking, but its spark quickly runs out.
More composure is provided by the 130-horsepower top engine – and even full comfort usually associated with minivans. Nevertheless, the base engine is enough for most road situations – if, of course, you don’t plan on being the first to leave the traffic light with a full 738 kg payload. Its strengths also include quiet and smooth operation, plus a modest appetite: with 200 kg on board, the city mode will cost 7.2 l/100 km and a liter less on the highway. 
Consumption would be even more restrained, but the mechanical transmission operates only five gears. Gearbox control isn’t as smooth — primarily due to the long gear lever throws.
This feature migrated to the third generation from the predecessor. The Rifter is comfortable and very easy to drive, now riding more like a car than a van. Family crossovers certainly handle better and offer more refinement. The Rifter doesn’t inspire sharp cornering because actively attacking them leads to pronounced body roll and early loss of grip on the road by the front wheels. 
Grip Control is a recommended optional wheel slip control preset system that helps cope with slippery and loose surfaces.
The downhill control button is an attribute of real SUVs
But, in reality, not everyone needs a van that’s fun to drive. There are many people who would rather not drive anywhere at all and see getting themselves and their family from point A to B as an exhausting routine that doesn’t associate with pleasure. And the Rifter is perfect for that, as it does not encourage enthusiasm behind the wheel. It works best as a cruiser on the highway, where the comfortable ride and low engine noise make long distances a relaxing walk. And while wind noise at speed is a constant reminder of the body’s lack of aerodynamic qualities, it should be noted that Peugeot has put an end to noise in the Rifter considering the large mirrors and upright windshield, as well as how sound can amplify in such a large internal space.
The Rifter is softly suspended, so the achieved level of ride quality complements everyday functionality and versatility very well. And if only engagement in the driving process is sacrificed, and when purchasing, you can manage notions of attractiveness of crossovers of similar size, the Rifter should appeal as it surpasses almost all SUVs in cost. 
Prices start from 477,100 UAH: Peugeot offers two trims – Access and Allure. Access has not much on board: stamped wheel rims, ESC stabilization system, air conditioner, automatic lights, radio, central locking, steel crankcase protection, two airbags, electric front windows and mirrors, and only one sliding door. Allure additionally comes with a multimedia system, automatic wipers, improved front seats and three separate rear ones, electric parking brake, rear park-pilot, fog lights, and daytime LED lights.
For protecting the Rifter’s driver and passengers, a wide range of safety features are available, such as active lane control, automatic high beams, and distance control in city driving. But they are all part of a long list of options. 
Conclusion
The Peugeot Rifter is a fine example of the breed, offering excellent practicality, efficiency, and value under a reworked work apron of a van adorned with SUV accessories. The Autobest jury acknowledged it as Europe’s best car buy in 2019 because the Rifter is not perceived as a cargo van with seats and is more than ever like a minivan. And while it will never reach the popularity of crossovers, if you define everyday practicality over trendiness as your priority, this Peugeot looks like an attractive prospective purchase.
Technical data of Peugeot Rifter L2 HDI 92 MT-5
- 4-cylinder turbo-diesel, front longitudinal
- Volume 1560 cm3
- Power 68 kW (92 hp) at 4000 rpm
- Maximum torque 230 Nm at 1500 rpm
- Front-wheel drive
- Front suspension of MacPherson struts, rear torsion beam
- 5-speed manual transmission
- Maximum speed 162 km/h
- Acceleration 0-100 km/h 17.0 s
- Length/width/height/wheelbase 4753/1848/1879/2975 mm
- Ground clearance 160 mm
- Turning diameter 11.8 m
- Tires 255/65 R16
- Trunk volume 1538/2693 L
- Curb weight/payload 1522/738 kg
- Towed trailer weight 1300 kg
- Fuel consumption normalized, city/highway/average 5.5/5.0/5.1 l/100 km (Diesel)
- Test consumption 6.4 l/100 km
Price from 514,700 UAH
Tested price (Allure): 696,550 UAH
Oleh Vasylyevskyi, photos: author
