2024 (74) Peugeot 3008 1.2 Hybrid 136 GT 5dr e-DSC6

Peugeot's 3008 is a more sophisticated thing in third generation form. Jonathan Crouch drives it.

Ten Second Review

Peugeot's third generation 3008 has evolved into a sleeker, more sophisticated kind of mid-sized family SUV, with an all-new STLA platform. There's now a full-EV version to sit alongside Hybrid and PHEV variants. And cutting-edge looks and cabin tech. It's just a question of whether you'll like the way it drives.

Background

Rarely has a car evolved so much over its history as the Peugeot 3008. The first generation version of 2007 was an MPV, but the MK2 design of 2016 switched roles and became a crossover (with a seven-seat derivative, the 5008). That second generation 3008 sold well (1.3 million units in 130 countries), which is why late 2023 saw the announcement of the third generation model we look at here (which again supports a seven-seat 5008 spin-off model). This time round, once again the 3008 has evolved into something different - though not so very different. Now, Peugeot wants us to see this mid-sized model as a 'Fastback SUV' - in other words, a family SUV with a swept-back sporty roof line. There are plenty of those already in the segment - Hybrids, PHEVs and full-EVs - and Peugeot wants to target them all. So all three of these kinds of powertrain are being offered here. It's the full-EV set-up this MK3 model's all-new STLA architecture was primarily designed around though, a platform that in future will underpin over 2 million cars a year from the various Stellantis Group brands. What does it create in this one? Let's take a look.

Driving Experience

Consumers in the lower mid-sized SUV segment these days are split between preferences for Hybrid, Plug-in Hybrid and full-EV, so the third generation 3008 offers all of these powertrain solutions. In each case, the 3008 in question will be primarily front-driven (which for the EV version is increasingly unusual in the segment). A rear-driven format would have made it difficult for the same STLA architecture to package in the third seating row for the closely related 5008 model. The fact that this platform has to support larger Stellantis models of that sort hasn't helped this 3008's kerb weight, which is between 100-230kg heavier than key rivals. Which might be why, like its predecessors, this car won't be chosen by customers for whom driving engagement is a priority. As to which of the drivetrains you should choose, well there's an obvious attraction to being able to plug in, but we can't help suspecting that less is more here. The base 48V self charging Hybrid version is considerably cheaper than the PHEV or the EV variants, yet can still run on battery power for up to half the time in urban travel. It's the same 1.2 litre Hybrid 136 e-DCS6 set-up that featured in latter versions of the previous generation model, with a PureTech three cylinder petrol engine mated to a bespoke 6-speed dual clutch auto gearbox featuring a 28bhp electric motor built into its casing. If you'd like more electric range but don't want an EV, then you'll be directed to the Plug-in Hybrid 195 e-DSC7 version, based around a 150hp 1.6-litre petrol engine and 7-speed dual clutch auto transmission mated to a 21kWh battery that energises a 125hp electric motor; all of which claims to be to drive the car for around 52 miles on battery power. That only leaves the E-3008 full-EV, which in standard front-driven form has a 210hp electric motor energised by a 73kWh battery pack, which when fully charged offers a range of up to 326 miles. If that's not enough, the STLA chassis has been engineered for an even heavier 98kWh battery, which needs a gutsier 230hp motor and claims a range of 435 miles. The platform has also been engineered for a dual motor 73kWh AWD flagship version with a combined 316bhp output and a claimed 326 mile range. That gets to 62mph in just 6.4s.

Design and Build

If you choose this 3008, it'll probably primarily be because you like the way it looks; the sleek fastback styling, the distinctive slim 3D rear light panel and the unusual 'cat's ear' rear spoiler. This is a bigger 3008 than its predecessor, 54mm wider and around 100mm longer than before. There are few body lines and Range Rover-like hidden waistline seals. And inside? Well Peugeot isn't going to abandon its unusual 'i-Cockpit' dashboard design approach - nor should it - but it can certainly evolve this approach, and has here, with this MK3 model's 'Panoramic i-Cockpit' set-up. The previous dinky little low-set wheel is retained but above it, there's now a gently curving 21-inch screen that doubles as a driver display and an infotainment monitor. It's been mounted so as to seemingly 'float' above the dashboard and stretches from the centre console to the A-pillar. As in the old car, there are configurable 'i-Toggle' haptic buttons, but Peugeot has doubled their number to ten. These can be set to deal with basic things like cabin temperature or fan speed; or maybe more eclectic things like reserving one to call a particular person on your phone. It all feels quite high end - the fascia is wrapped in grey textile, beautifully back-lit and highlighted by curved metallic inserts. As for the back seat, well the fastback roofline obviously doesn't help headroom, but this MK3 model's 64mm increase in wheelbase length should mean there's a little more leg space. Out back, there's a 588-litre boot (dropping to 470-litres on AWD E-3008 models). With front wheel drive, you can extend the boot to 1,663-litres by folding the rear bench.

Market and Model

3008 pricing starts from just over £35,000 for the Hybrid 136 e-DSC6 self-charging model. For the 3008 Plug-in Hybrid 195 e-DSC7, prices start from around £41,000. For the E-3008 full-EV, prices start from around £46,000 for the entry-level single motor 73kWh front-driven version. Or from just under £49,000 for the E-3008 Long Range. All those figures get you base 'Allure' trim; above that sits the top 'GT'-spec variant. 'Allure' trim includes 19-inch alloy wheels, ECO LED headlights, rear parking sensors, a reversing camera, cruise control, body-coloured accents for the front grille and keyless entry. Plus ambient lighting linked to the drive modes, a wireless smartphone charging pad and wireless 'Apple CarPlay' and 'Android Auto' smartphone-mirroring. 'GT' spec upgrades you to 20-inch wheels (on the E-3008) and adds a contrasting black roof and rear spoiler, as well as a heated steering wheel, pixel LED headlights with adaptive high beams, adaptive cruise control with stop and go functions, a hands-free opening tailgate and front parking sensors. There's also 8-colour extended ambient lighting, a frameless electrochrome rear view mirror, driver's seat lumbar support, heated front seats and Alcantara upholstery with faux leather trimming. Each spec level can be specified with a choice of three different options packs. There's lots of camera safety kit too, including autonomous braking and Lane keep assist.

Cost of Ownership

Let's start with the Hybrid 136 e-DSC6 48V variant. This manages up to 52.5mpg on the combined cycle. And up to 122g/km of CO2. Peugeot reckons that this model's 48V mild hybrid petrol engine technology reduces fuel consumption by 15%, with these savings mostly being achieved during urban driving, where as we told you in our 'Driving' section, the brand claims the car can run on just electric power for up to 50% of the time. As for the alternative combustion model, the Plug-in Hybrid 195 e-DSC7 version, well its 21kWh battery will take the car around 52 miles on battery power. When equipped with the optional 7.4kW on-board charger, charging that PHEV model's battery takes 2 hours 45 minutes (from 0-100%) from an AC fast charger. The PHEV's fuel consumption is rated at 212.7-356.2mpg. And its CO2 returns are rated at 18-30g/km, depending on variant. As for the E-3008 full-EV, well we gave you the driving range figures earlier: 326 miles for the 73kWh model and 435 miles for the 98kWh version. To get near to these, you'll have to make frequent use of the provided 'Eco' drive mode and the various settings (low, medium and high) of the regenerative braking system. Peugeot claims best in class efficiency figure of 4.5 miles per kWh for the entry-level variant. This is aided by eco tyres, friction-reducing bearings, a slippery drag coefficient of 0.28Cd and a heat pump which will preserve range in cold weather. As for E-3008 charging, well little surprisingly, the STLA Medium platform hasn't been engineered with the 800V architecture that would enable use of the latest breed of ultra-rapid DC public chargers. But with its 400V system, the E-3008 can charge at up to 160kW, which allows for 20-80% charge in 20 minutes, with a charging rate of 2.4kWh per minute at its peak, at which point 62 miles of range are added every 10 minutes. The E-3008 230 Long Range model's larger 98kWh battery needs with 27 minutes to go from 20-80% and adds 93 miles every 10 minutes. Via the 'MyPeugeot' smartphone app or by using the vehicle's touchscreen, owners can schedule a wake-up time for the battery. This means that the cells can be at the optimal temperature for efficiency from the time you start up, plus of course the interior can also be pre-cooled or pre-heated too. Owners can opt to purchase a single service plan to cover all essential maintenance. Service intervals for all 3008s are every year or 20,000 miles. And with the E-3008 EV, you'll be given a certificate of battery capacity after each service; both batteries come with an eight year / 100,000 warranty for 70% of their capacity.

Summary

This third generation 3008 is a thorough evolution of what was already a thoroughly modern mid-sized SUV. It seems to have emerged from the kind of customer clinic research suggesting that stylish looks, premium high-tech cabin ambiance, practicality and affordable running costs are all that really matters to a modern family when it comes to their choice of this class of car. If you agree that's true, you'll find plenty to like here, even if you don't stretch to the E-3008 full-EV variant this MK3 range has been primarily designed around. Those in search of a more engagingly characterful crossover of this kind may well wish for more, but those people are rarely served well by cars in this segment. And in the past, they're not the kind of people who would have chosen 3008 anyway. So this car has changed in almost every way, but the people it will primarily appeal to haven't. Perhaps that's a form of progress.