Peugeot 3008 review
The Peugeot 3008 offers 4x4 style with MPV practicality and low running costs
When the Peugeot 3008 crossover arrived in 2008, the Nissan Qashqai's crown was under severe threat of being stolen. Since then, the 3008 has remained one of our favourite crossovers, despite a wide range of competition coming onto the market in the form of the Skoda Yeti, Kia Sportage and Mazda CX-5.
To keep it fresh, the 3008 was treated to a facelift earlier in 2014 with tweaks to the exterior styling to keep it in line with the rest of the Peugeot range, and a few minor changes inside to make it feel more expensive. The 3008 comes in four trim levels - starting with entry-level Access, moving up to Active, Allure and Hybrid4 Limited Edition.
Under the bonnet, the 3008 is available with a range of petrol and diesel engines. For those looking for petrol power, there are 128bhp PureTech 3-cylinder and 155bhp THP 1.6-litre units, while diesel buyers have the choice between a 115bhp 1.6 HDi, 120bhp 1.6 BlueHDi or 2.0 BlueHDi with either 150bhp or 163bhp.
Finally there's the HYbrid4 diesel-hybrid model. This is powered by the 2.0-litre HDi 163bhp diesel engine couple to a 37bhp electric motor. This makes for 200bhp. CO2 emissions of 88g/km and a claimed 83.1mpg. Six-speed manual and automatic gearboxes are available on 1.6 HDi and 2.0 HDi 163bhp models.
Prices start at just over £17,000 for the entry level 1.6-litre petrol Access, and top out just under £30,000 for the top spec HYbrid4.
The 3008 isn't the most attractive crossover on the market compared to more recent rivals, but it remains a practical and competitively-priced option. However, it's beginning to feel dated now, even after a mid-life refresh.
Our choice: 3008 1.6 HDi Allure manual
To call the 3008 stylish would be a hard sell for almost anybody, as its quirky, two-box design appears awkward from nearly every angle. The mix of a raised ride height, gaping grille and bulging bodywork means it looks like no other car on sale, although in this instance, that’s not necessarily a good thing.
The mid-life update in 2013 brought with it new lights with daytime running LED strips, while the line of the headlamps flows into the bonnet edges and along into the window line. The square grille has a gaping look, and the small wheels and silver trim on the lower bumpers and side sills just add to the car’s slab-like looks. At the rear, the hunched glass and split-opening tailgate complete the awkward mutation between a crossover and an MPV.
Fortunately, matters improve considerably when you get behind the wheel. The 3008 was one of the first Peugeots to showcase the brand’s new upmarket cabin quality, and while the layout does without the latest touchscreen infotainment system, it still looks appealing. It has lines similar to the Audi R8’s, courtesy of a shallow slope of the centre console and a large handle on the passenger side, while the pop-up screen and head-up display add a bit of drama when you start the car and they whir into position.
Build quality is reasonable, but some of the plastics aren’t quite up to the standard found in some of Peugeot’s newer models. The rotary controls for the climate system feel dated, while the chrome-finished toggle switches on the centre console are a bit flimsy to use. At least the seat mechanisms feel robust, plus the hard plastics used in the boot should stand up to plenty of abuse.
The false boot floor is carpeted and features plastic trim finishers to prevent knocks and scrapes, and there’s a plastic cover that sits over the lower half of the tailgate when it’s dropped open, so that the hinges aren’t left exposed. This then doubles as a handy seat, much like in a Range Rover, which is a useful feature when you’re out and about.
Another highlight of the cabin is the amount of standard kit. You get panoramic glass, sat-nav, front and rear parking sensors and a reversing camera on top-spec Allure trim.
The Peugeot 3008 performs well as a relaxing long distance cruiser. It won't provide an exciting driving experience through the corners, but the high-riding Peugeot feels smooth on bumpy British roads. The HYbrid4 model feels less cosseting, though, thanks to firmer suspension to cope with the extra weight.
The 1.2-litre PureTech petrol is great in smaller PSA cars, but it feels quite slow in 3008 thanks to its weight and requires some effort to get decent performance, so the diesels are our pick of the range. The 1.6 HDi is a little sluggish with a 0-62mph time of 13.6 seconds - this falls to 14 seconds if you choose the eco e-HDI version. The higher-powered BlueHDi engines are much livelier.
The Peugeot 3008 HYbrid4 was the first ever production car powered by both a diesel engine and electric motor. It’s incredibly efficient too. The 163bhp 2.0 litre-diesel engine cuts out and lets the 37bhp electric motor do most of the work in stop start traffic. Although noisy, it achieves a rapid 0-62mph time of 8.5 seconds.
As a manufacturer, Peugeot put in a much better 14th place performance in our 2014 Driver Power survey compared to its 31st position in 2013, which shows the brand is taking more care in the way they build their cars and deal with customers. The 3008 put in an average performance, placing in 69th position, with owners criticising the ride quality, running costs and in-car technology over everything else.
Although dealer service and the Peugeot 3008’s build quality have improved, reported electrical faults mean it’s not as reliable as the Nissan Qashqai or Volkswagen Tiguan.
As for safety, the Peugeot 3008 scored a full five-star Euro NCAP rating when it was crash tested back in 2009, with 86 per cent for adult occupant protection and an impressive 97 per cent in the safety assist category.
Six-airbags, seatbelt reminders, an electronic parking brake ESP and Isofix mounting points for child seats are standard. Higher up the range, the 3008 can be specced with Grip Control to assist in trickier road and weather conditions.
Thanks to the shape of the 3008, practicality is a strong point for this crossover. Three passengers can sit comfortably in the back because of the long wheelbase and high roofline. Up front, the glovebox is tiny, but the huge door pockets and large storage compartment in the centre console make up for this.
The boot is a decent 512 litres, beating that of many of its rivals. The false floor splits three ways so there are plenty of combinations to suit a variety of loads. With the rear seats folded, loadspace increases to 1,604 litres. The Hybrid4 is slightly less practical because of the batteries, but total loadspace still tops out at a generous 1,435 litres.
The most efficient engine in the range is the diesel-electric HYbrid4. This returns 85.6mpg on the combined cycle, with CO2 emissions of 85g/km. The normal diesel engines are much cheaper than the hybrid model, but are almost as green.
The 1.6 HDI with EGC automatic gearbox can return 67.3mpg on the combined cycle while emitting just 110g/km of CO2. Even the punchier 2.0 HDI manages 53mpg and 139g/km.
The diesels will cost you more to insure than the petrols and have shorter service intervals, but are worth the extra outlay for the improved refinement and running costs.