Peugeot e-3008 review

Here's the replacement for the car that turned Peugeot around, the 3008. The outgoing one was good looking, had a beautifully furnished cabin and was good to drive. Spoiler: so is the new one. But with one dramatic if not unexpected change.

We're driving the all-electric version here. You can also have it in mild hybrid petrol form, or as a plug-in hybrid with up to 55 miles of e-range.

That choice of propulsion stacks it up against a whole bunch of rivals. For the electric, think Volvo EX40, VW ID.4 or ID.5, Renault Scenic, Hyundai Kona Electric or Ioniq 5, Kia Niro EV or EV6, Nissan Ariya, Tesla Model Y, Toyota bZ4X, Ford Mustang Mach-E and BMW iX1. Plus a gamut of Chinese foes. It comes in two battery sizes, with either a single motor at the front, or a motor at each axle for all-wheel drive (though solely with the smaller battery).

Go on then, hit me with the EV stats.

The headlines are impressive. The base FWD version gets a 73kWh battery, for a range of 326 miles WLTP. The AWD Dual Motor version manages a slightly reduced 303 miles, while the big-battery car boasts a humongous 97kWh slab for 435 miles WLTP. 

Frankly, the smaller pack is as much as any family needs: the kids will be busting for a wee stop long before it needs a charge. But road warrior fleet buyers will be reassured by the bigger one. They're in too much of a hurry to risk a stop on the way to present their PowerPoint to the regional directors' conference at the national headquarters.

Peak charging is 160kW, and if you find a charger that'll do it, this means 20-80 per cent in half an hour (which is an 87kW average).

How new is it?

The EV version is end-to-end new. Body, platform, suspension, interior and screen system, battery. Les neuf metres entières. But Peugeot reckons a strong brand needs to be consistent, so its styling is recognisably a descendant of the old one. Most striking difference is the fastback tail, to cut drag and improve electric efficiency.

The platform underpins a hugely important posse of cars under the ginormous Stellantis umbrella, including the seven-seat e-5008, Citroen e-C5 Aircross, DS No 8, Jeep Compass and Vauxhall Grandland Electric.

That's a big battery for a multi-energy platform.

Good spot. We usually say that purpose-designed EVs are less compromised than adapted combustion ones. So we asked the engineering chief on this car how they'd done it and he was blunt: "It's three different platforms [EV, ICE and PHEV] with one car on top."

They share suspension and front crash structure, but the whole central underfloor and rear structure is different.

How does it work as a family car?

Peugeot hasn't allowed the dimensions to balloon, so it's the same size outside as the old one. Unfortunately that means there isn't extra legroom to compensate for the fact the underfloor battery steals foot space from the people behind. So the rear doesn't feel as roomy as in the rivals. Lanky teenagers won't thank their parents. But the boot's a good size. For more details click the Interior tab.

The screen and switchgear system is the latest version of Peugeot’s i-Cockpit setup, and although a 21in screen sounds intimidating, it's easy to use. The teenagers will be useful in setting up its many customisable layouts and shortcuts.

And for the driver?

It's fluid and accurate to drive, generally very unflustered and reassuringly solid. Not terribly inspiring though, as you're always aware of its weight: we want a car that feels more connected to the road. The steering lacks feedback because it has to be strongly assisted, and the e-3008 pitches into a tight corner slightly reluctantly, and floats a bit after a sudden lump in the road. Acceleration is on the leisurely end of the EV spectrum, even in the dual motor.

The engineer tells us that because the platform is designed for off-roaders and seven-seaters, this version has suspension and structure that's stronger – read heavier – than it needs to be. And that they chose not to use much aluminium as that would add cost. So even this lightest version is more than 2,100kg. Gulp. The more spacious Renault Scenic electric is a quarter-tonne less. At least the e-3008 has the muscle to pull a 1,250kg trailer; 1,350kg for the AWD one.

In one sense he's got a point. Aerodynamics at speed is what really affects EV range and efficiency, not weight. The 3008 has low overall drag for a car of its kind and it does turn out to be reasonably efficient.

Come one then, what’s the damage?

It’s not cheap. Before options, the 73kWh one starts at £46,060, which is £8k more than the base hybrid. Yikes. The 97kWh one costs from £48,760 and the 73kWh gets into the mid-fifties. For a Peugeot SUV...

For an all-new start, the e-3008 doesn't feel like a revolution. For many, that'll be a win. Its design and cabin are evolved and improved. There's none of the shock value of VW's MEB cars, which polarised people with their switch to RWD, pared-back cabins and stupidly tricky interface.

The e-3008 isn't a clean sweep, though. Some families will want more rear space, and we regret its heavy footedness. Peugeot has made a play for range by offering big batteries linked to high efficiency motors and electronics. There's bi-directional charging too.

Cabin quality and design are strikingly attractive. This is a feel-good place to be. The ride can get a bit thumpy, but overall it's refined and quiet, and easy going over long distances. Which you’ll enjoy, because range anxiety melts away – and for that reason alone we'd suggest you avoid the dual motor variant with its unnecessary performance boost.