It’s styled in idiomatic SUV tones, but the e-2008 doesn’t really have the silhouette of an SUV.
While the original 2008 of 2013 had a taller, more stacked outline, the new car has grown in length by nearly 150mm and has a roofline up to 25mm lower to the ground. Shave as much again from that roofline, take another inch out of the length of the suspension springs and lower its bonnet just a little and it could pass for a normally proportioned C-segment hatchback. It will be evidence if it sells, just as the Ford Puma was, that people may actually only want a dash of SUV DNA in their next compact crossover.
The car uses PSA’s modular e-CMP model platform, but furthermore it shares a 134bhp AC permanent-magnet electric motor and 50kWh lithium ion battery with the rest of the group’s related electric vehicles. It has a steel monocoque chassis that confers front-wheel drive, strut-type front suspension and a torsion beam rear axle with a Panhard rod for better lateral wheel control.
However, the e-2008 has a wheelbase 65mm longer than that of the related e-208 supermini. On Peugeot’s specification sheet, it’s recorded as weighing some 250kg more than the lightest combustion-engined 2008, and Millbrook’s scales put its actual kerb weight at almost 100kg heavier still (1638kg).
So, doesn’t an EV of that size and weight need more power and greater on-board battery capacity? Well, we’ll find out. Given that neither the Kia e-Niro nor the Hyundai Kona Electric weighed a great deal more when we tested them and both had markedly more power and energy storage available to them, it seems a perfectly valid question to ask.
As far as charging the battery is concerned, the e-2008 is at least competitive with its key rivals, permitting DC rapid charging at a rate of up to 100kW, in which time an 80% charge can be achieved in half an hour. The charging port is on the nearside rear quarter, which will suit owners who consider it safer to reverse into parking bays and drive forwards out of them, just as we do.