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Peugeot uses a brand-new Stellantis Group platform to take aim at the likes of the Volvo EX40, Hyundai Ioniq 5 and Tesla Model Y.

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Never has a Stella been so significant. No, not a pint of Belgium’s finest enjoyed at 6am in Luton airport to kick-start the holiday of a lifetime, but rather Stellantis’s new STLA (pronounced ‘Stella’ – geddit?) architecture.

It’s going to underpin two million cars per year from the diverse brands within the Stellantis stable and the first of them is the Peugeot e-3008. Given the current Peugeot 3008 has been a phenomenal success for Peugeot since its 2017 launch, selling 1.3 million units in 130 countries, the pressure is on the new car to not just keep that run of form going but also to ensure sound fundamentals for so many other models to come.

The second-generation Peugeot 3008 won the 2007 Car of the Year title

The e-3008 launches at a similar time to another car fitting that description, the Renault Scenic, and has a broad spread of rivals ranging from the likes of the Hyundai Ioniq 5 to the Tesla Model Y.

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DESIGN & STYLING

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peugeot e 3008 review 2024 02 rear tracking

The STLA Medium architecture (there are also Small, Large and Frame ones in the works for other sizes of car, but Medium comes first) has been designed for electric cars first and foremost and then adapted to house internal combustion engine and plug-in hybrid powertrains rather than the other way around. But the differences are such that it could almost be considered a native architecture for electric cars

The STLA Medium’s chief engineer, Hervé Scheidegger, says “everything has been chosen around the battery”  - and the battery has been used for lots of secondary functions, including rigidity. The architecture is designed for cars between 4.3m and 4.9m in length, and with wheelbases of 2.7-2.9m. So at just over 4.5m long and with a wheelbase of 2.7m, the e-3008 is towards the more compact end of models that will use STLA Medium. That puts it at the smaller end of the class, being shorter than the Volkswagen ID 4, Hyundai Ioniq 5 and Tesla Model Y, but bigger than the Kia Niro EV.

Visually, it has way more presence than an Audi Q4 E-tron, which itself looks increasingly dated

In terms of incoming sibling models, both a seven-seat Peugeot e-5008 SUV and a fastback-style e-408 are due on sale in the UK later in 2024, using the same platform. And the advantages that platform does - and doesn’t - give the e-3008 are interesting to note.

Unlike most of its rivals, this is a primarily front-driven car - and a relatively heavy one (between 100- and 230kg heavier than key rivals). It’d likely have been a challenge to make a rear-mounted drive motor sit comfortably in a mid-sized, seven-seat car like the e-5008, if you think about it. But, because the platform itself needs to be able to support the greater weight of bigger cars, it’s probably necessarily a little over-engineered for this application - hence the kerbweight issue.

The car’s bulk doesn’t seem to hurt range. Buyers can choose a 73- or 98kWh drive battery, the latter delivering lab-test range of beyond 400 miles, and even the former getting well beyond 300-.

The Peugeot 3008 (without the e) is also available as a mild-hybrid petrol, with plug-in hybrids to follow later in the year. The car is now in its third model generation and in each generation it has taken on a different form. It started as an MPV, became a crossover and is now, according to Peugeot, a fastback SUV.

Parked side by side with the second-generation car, it comes across as a positive and stylish evolution, smart looking and premium, with excellent proportions.

INTERIOR

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peugeot e 3008 review 2024 11 interior

Judged relative to its rivals, this is quite a tall and high-waisted car - but, while it offers a big boot (almost 600 litres), five-seater cabin space isn’t so impressive.

Instead, the cabin uses patterned woollen textiles that wrap around the front occupants to make you feel quite snug at the wheel, in front of Peugeot’s latest ‘Panoramic i-Cockpit’ control and display concept, which actually works fairly well, and feels less ergonomically weird than its forebears.

Peugeot's i-Cockpit is very much a case of 'try before you buy'. I couldn't live with the set-up in a 2008, but in this 3008 I found it absolutely fine.

The cabin has real style, and high levels of perceived quality. There’s no chrome – instead lots of appealing fabrics and aluminium trim. It’s also one of the best uses of interior lighting we’ve seen, with the fabrics on the dashboard backlit, and the colours changing depending on which of the Eco, Normal or Sport driving modes is selected. It’s not at all gimmicky and is a key part of the interior’s quality look and feel. The word ‘allure’ is used by Peugeot in every other sentence, to describe both this car particular, and the design-lead era into which the brand now wants to move; and while that’s laying it on a bit thick, it's not used without some justification.

The infotainment technology is new inside, too, and Peugeot’s i-Cockpit - basically a small steering wheel that can block your view of the driver display if you don’t have the wheel on your lap - has now evolved to what Peugeot calls the Panoramic i-Cockpit. This keeps a small steering wheel, but the displays move to the top of the dashboard and you can see it unobstructed, although shorter drivers might find its high mounting obscures their view of some of the road.

The Panoramic i-Cockpit has a 21in display that seamlessly blends two screens: one for the driver, and a more central touchscreen for infotainment. The way it seems to hover over the dashboard gives it a bit more elegance than the standard 'iPad on the dash'.

We like the addition of the so-called 'i-Toggle' screen lower on the fascia. It's effectively a display for 10 large icons that work as configurable shortcuts. They partially make up for the lack of physical buttons, as you can set them to engage the heated seats, navigation etc, if you like; or to take you straight to the car's ADAS system overrides. It's slightly unfortunate that you can't program them to put the temperature up and down.

Peugeot says the voice control operation is also clever enough to tell which side of the car the commands are coming from; so from their airy throne, the front passenger will also be able to adjust the likes of their side of the climate control through voice alone. 

Up front, the e-3008 is an easy car to get comfortable in, and the seats are great; a good driving position is easy to find. Rear passengers get decent head and leg room, although not as much as in rivals like the Renault ScenicSkoda Enyaq, Tesla Model Y or Hyundai Ioniq 5.

The boot, at 588 litres, is a big and wide space with a flat floor, with some useful underfloor storage and a variable-height floor.

Infotainment

The multimedia system in the e-3008 is a development of the one in most other Stellantis cars. That means the home screen is widely configurable with various tiles. It takes a bit of setting up when you first get the car but ultimately works quite well. The screen did get quite warm on our test drive, and was slightly laggy at times and prone to freezing.

One significant new feature is a route planning function in the on-board navigation. When you set a destination that is further away than the car's current predicted range, it will plot a route via various rapid chargers. It supposedly knows when chargers are occupied and can re-route you. You can specify how much charge you want to reserve at your destination as well. It seemed to be quite clever in its selection of rapid chargers, but we'll need to do a long journey in the UK to test how well it works in practice and whether it can begin to get near to the route planner that has been in Teslas for years.

ENGINES & PERFORMANCE

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peugeot e 3008 review 2024 07 chargin port

In the beginning, Peugeot e-3008 buyers will get a front-mounted single motor with 211bhp, along with that 73kWh battery for a 326-mile range (from £45,850).

At around the beginning of 2025, the e-3008 range will grow to include a Long Range single-motor version with a slightly more powerful 227bhp motor and that 98kWh battery pack for the 435-mile range; and also a dual-motor version of the 73kWh battery, with four-wheel drive and a combined 316bhp.

It can be a bit hard to drive the e-3008 smoothly until you get used to using the regenerative braking paddles

Also from launch, there will be a mild-hybrid 1.2-litre petrol model in a standard 3008 (from £34,650). A plug-in hybrid will follow at a similar time to the additions to the e-3008 range.

As we’ve seen with its other EVs, Peugeot doesn’t really do performance with its standard electric models. While the Skoda Enyaq and VW ID 4 offer 272bhp since their recent update, and the single-motor Polestar 2 goes as far as 295bhp, the standard-range e-3008 makes do with 211bhp to motivate a hefty 2.1 tonnes. As a result, acceleration is comparatively leisurely. Then again, EV acceleration has got a bit out of hand, so maybe it’s good that Peugeot stays out of the arms race. Its 8.7sec 0-62mph time is perfectly adequate; though it does feel a bit sedate getting away from rest.

Three levels of regenerative braking are controlled through the steering wheel paddes, but there’s no one-pedal driving mode. The brake pedal itself is more progressive than on some Stellantis cars, but still rather soft and unnerving, and needs a heavy press to get through the mushy regen and into the friction brakes.

We did get a brief go on a circuit in an early dual-motor version, which revealed itself to be much like the standard car, just with better acceleration and a more instant response to the inputs of your right foot. But that's perhaps unsurprising, given there are next to no meaningful changes to the car other than an extra 60kg of weight and some software revisions. 

These laps also allowed us to sample the excellent 10.6m turning circle around some tight cones that had been laid out, which will be a boon for parking and around town.

RIDE & HANDLING

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peugeot e 3008 review 2024 19 rear cornering

Peugeot has made a habit of launching mainstream cars that are a little smaller and lighter than their key rivals, and that handle that bit more keenly as a result. That doesn't stand here, though.

The e-3008 feels a bit like other Peugeots inasmuchas it has that tiny steering wheel. Although the actual steering ratio isn’t especially quick, the small diameter of the wheel and its odd shape make it a little hard to be precise with your inputs; and there's lots of power assistance, which removes any chance of contact patch feel.

The weight of the STLA Medium makes us nervous for future performance cars from other Stellantis brands off this architecture.

Once you get used to it and build some confidence, the e-Primacy tyres generate plenty of grip, even in the wet, and the chassis reveals a sound enough handling balance. You’d never call it fun, though.

Ride comfort and body control are the main reasons why. The car's weight reveals itself in a primary ride that heaves and rolls a bit over country roads, and a secondary one that can clunk and shudder over sharper intrusions. The ride really can feel busy, even on ultra-smooth French autoroutes. Bumpier surfaces introduce head toss, and at low speeds the ride can feel quite wooden. Meanwhile, bigger throttle applications can tee up noticable torque steer through that small, over-assisted wheel, especially over cambered roads.

In other respects, isolation is good. Road and wind noise barely get a chance to make their way into the cabin, and the seats have plenty of adjustability to keep you comfortable on long drives.

On the launch in southern France, on admittedly very well-kept roads, the various assisted driving features caused minimal annoyance. Lane keeping assistance was entirely unintrusive, and the adaptive cruise control with lane following was smooth. The overspeed warning had a bit of buffer so it doesn’t immediately start shouting at you at an indicated 71mph.

However, turning it off takes a few too many taps, while the posted limit detection system is prone to picking up incorrect speed limits, or seemingly wrongly 'translating' miles-per-hour limits as if they had been posted in kilometres-an-hour. 

MPG & RUNNING COSTS

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peugeot e 3008 review 2024 01 front cornering

The e-3008 is priced towards the higher end of the class. Prices start at £45,850 for an Allure model, and the leap to a GT is £3800. Only these two trims and the one powertrain/battery (211bhp/73kWh) combination will be available for the best part of a year.

Peugeot is offering a £1000 ‘loyalty bonus’ to existing 3008 buyers who order the new model and the headline finance offer is a £379 per month deal over 37 months with a £5777 deposit and 6000 annual mileage allowance at 7.5% APR.

Given how many of the e-3008’s standout features are within the GT trim, it’s worth stretching to it if you can.

Allure is generally fairly well equipped, with the big screen and a panoramic sunroof coming as standard. However, it feels rather mean, especially in an EV, that you have to upgrade to GT to get heated seats.

Further option packs are offered on each trim, including automated safety features and a sunroof. You’ll need to pay extra if you want a heat pump in any case.

On our test drive, which did include some spirited driving on mountain roads, the car indicated an efficiency figure of 3.1mpkWh, which was slightly disappointing given the mild conditions; but on UK roads, our average was a more heartening 3.7 mpkWh. That would translate into a real-world range of 270 miles: a shade more than you might expect from a VW ID 4 or Hyundai Ioniq 5, but slightly less than a long-range Tesla Model Y or Polestar 2 would provide.

DC charging tops out at 160kW, which means that a 20-80% charge should take 30 minutes, according to Peugeot.

VERDICT

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peugeot e 3008 review 2024 20 side static

We’re seeing more and more EVs like the Peugeot e-3008, full of rational attributes and with interiors of increasing quality and desirability (but not always usability), and with dynamic ability that’s objectively fine, if a bit soulless.

That’s not to put a downer on the e-3008. It’s a very competent car that’s desirable and should be pleasing to own. But it doesn’t have the most compelling driving experience you might get in a £50k EV; and neither the assertive performance level available for the money.

Real-world range is quietly impressive; and the interior, while it isn’t so spacious, is a nice place to be. Even so, if this is Stellantis’ bold new effort to move one of its key brands up in the world, perhaps the most surprising - and disappointing - thing is how little the e-3008 does to stand out from behind the wheel.

Illya Verpraet

Illya Verpraet Road Tester Autocar
Title: Road Tester

As part of Autocar’s road test team, Illya drives everything from superminis to supercars, and writes reviews, comparison tests, as well as the odd feature and news story. 

Much of his time is spent wrangling the data logger and wielding the tape measure to gather the data for Autocar’s eight-page road tests, which are the most rigorous in the business thanks to independent performance, fuel consumption and noise figures.

Matt Saunders

Matt Saunders Autocar
Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce PhantomTesla RoadsterAriel Hipercar, Tata Nano, McLaren SennaRenault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.

Mark Tisshaw

mark-tisshaw-autocar
Title: Editor

Mark is a journalist with more than a decade of top-level experience in the automotive industry. He first joined Autocar in 2009, having previously worked in local newspapers. He has held several roles at Autocar, including news editor, deputy editor, digital editor and his current position of editor, one he has held since 2017.

From this position he oversees all of Autocar’s content across the print magazine, autocar.co.uk website, social media, video, and podcast channels, as well as our recent launch, Autocar Business. Mark regularly interviews the very top global executives in the automotive industry, telling their stories and holding them to account, meeting them at shows and events around the world.

Mark is a Car of the Year juror, a prestigious annual award that Autocar is one of the main sponsors of. He has made media appearances on the likes of the BBC, and contributed to titles including What Car?Move Electric and Pistonheads, and has written a column for The Sun.