Introduction and model history
This is the first Peugeot 3008 to offer an all-electric powertrain and slots into the brand’s range above the recently updated E-208 and E-2008 models. Unlike its siblings, however, it’s based on a new set of underpinnings that have been developed to maximise the potential of an electric drivetrain.
Where all previous Peugeot electric models have been limited to a 51kWh battery pack, the E-3008 can accommodate a much broader range of packs, with the launch 73kWh battery set to be joined by a larger 98kWh version with a potential driving range of more than 400 miles.
While this is the first battery-powered 3008, there have been two petrol and diesel powered models before it. The first was an oddly egg-shaped thing, but the second one, introduced in 2016, gave Peugeot huge impetus. Its handsome crossover looks and innovative high-quality interior helped net 1.3 million buyers.
The new platform that sits underneath the new E-3008 will also go under a huge range of future cars from the Stellantis Group. Everything from sporty Alfa Romeos through family Citroens, DSs and Lancias to hardcore off-road Jeeps will eventually be based on the E-3008’s underpinnings.
Battery, range and charging
At launch, we get the standard-range version, which has a 73kWh battery. That's good for a 326-mile range. Two more variations follow soon.
First is a twin-motor one for better acceleration and bad-weather traction. That has the same battery and impressively there's no cut in rated range. In most cars you lose a few miles for specifying another motor, and no doubt in this one you will too if you actually dig deep into the improved acceleration.
The bigger battery option has a vast capacity for a car this size, at 98kWh, giving 435 miles WLTP. It's front-drive only. we don't have a price yet for the battery upgrade.
On a rapid DC charger both batteries can take on board a peak of 160kW charging power. That means half an hour 20-80 percent for the smaller battery. The bigger one can sustain peak power for longer so takes 27 minutes to do the same 20-80 charge, which of course amounts to more total energy.
A standard three-phase on-board charger means that to go flat-to-full it's just over six-and-a-half hours on a three-phase public point, compared with 10 hours on a 7.4kW home wallbox.
The motor and battery are the same type being introduced on Peugeot's (and Citroen's, DS's, Fiat's Jeep's) smaller cars, and they're impressively efficient. In summer we expect the 73kWh E-3008 to manage at least 260 miles real-world. That's better than 3.5m/kWh.
This leaves most rivals in its wake, but bigger-battery versions of the Nissan Ariya, Ford Mustang Mach E, Tesla Model Y and Hyundai IONIQ 5 and electric Renault Scenic will go a bit further. Still, there's pretty well nothing out there in the family-car market to beat the 98kWh version of the E-3008.
There might be noticeable fall-off in winter range unless you wrap up warm and stay off the cabin heating, or stump up for the heat pump which is an option.
Practicality and boot space
The payback comes in rear seat space. There isn't the legroom tall adults would hope for. Still, if the slightly bulky front seats are adjusted upwards a little, more foot space appears and everyone should be happy.
The rear seat backrest split-folds 40:20:40. The boot has a handy floorboard with two height positions. It's a useful 520 litres in the single-motor version, but it's down to 470 litres in the twin-motor. There's no front boot – froot, frunk, whatever – either.
Several bins and shelves are set into the centre console, but you'd have a job fitting in a tablet never mind a laptop or handbag. It doesn't have any big storage at knee height or floor level as some rivals do.
It'll tow a braked trailer of 1,250kg, which is pretty chunky when some rivals aren't up for towing at all.
Interior, design and technology
On the outside, the E-3008 carries forward Peugeot's newest design language. It almost looks like a taller version of the 408 petrol hatch/crossover, although I'm glad the designers ironed out some of the 408's superfluous creases.
At the front are high-mounted slim LED headlights with a dark band between. Below are triple blade LED running lights either side of a 'grille' that's actually blank and aerodynamically smooth. The main intake is below number plate level.
At the rear we have a low-drag fastback silhouette, and behind that Peugeot's 'three-claw' tail lights.
Inside, the display and controls are a new generation. The driver's and main touchscreen are linked in a single curved unit. It's mounted on a hidden arm, so the screen floats above the dash and ambient lighting looms from behind. The effect is properly smart.
Your sightline to the driver's screen is above the small steering wheel, so there's no need for a head-up display. I love this arrangement because I tend to sit upright and have the wheel adjusted low. If you prefer to recline, and have the wheel high, try it out because the wheel rim might block your view of the speedo.
Peugeot has extended the I-Toggle system from the E-308. It's a slim horizontal touchscreen with icons. You can change these icons to give your preferred shortcuts to functions that you'd otherwise have to dig into the menus to find – favourite radio stations, destinations, or even for example the surround camera or seat heating.
The forward/reverse/park control is a switch on the dash. On the centre console you have volume and drive mode, plus some physical switches for hazards, demist and other urgent items.
The trim quality is high, and it's done out with smart colours and textures. If you like your cars black-black-black, look elsewhere.
Motors, performance and handling
We tested what will be the 'base' powertrain, the 73kWh single-motor setup, and briefly a twin-motor car. The front-drive car was a long road drive. But since no twin-motor demonstrator cars are road registered yet, that one was on a closed track.
The E-3008 is smooth, and very quiet. Its tyres emit very little roar, and it's whisper-quiet through the air. So it's relaxed on the motorway. Well-weighted steering makes it easy to keep it central in its lane.
This is also a refined car at town speeds, and the suspension soothes away most bumps, although potholes and sharp speed bumps do give it a slap.
Acceleration is far from startling. It's 8.7 seconds 0-62mph. the motor is 210bhp, and some rivals beat that. Also, the e-3008 is very heavy, at more than 2100kg.
This mass makes itself felt when you drive on twisty or bumpy roads. The E-3008 doesn't like being pushed: it's a little sluggish to change direction and can be upset by dips and crests. And the steering is very heavily assisted so you don't get much feedback or sense of what's going on at the wheels.
Even so, at everyday speeds the electric 3008 is enjoyably reassuring, predictable and planted so it's sure to satisfy most even if it's not the scintillating driver's machine that Peugeot may wish you to believe it is.
The twin-motor version isn't startlingly different in character. It simply grips better under power in tight turns, feeling like it's being pushed rather than pulled towards the next straight. It has usefully more acceleration to call on, with a 0-62mph time of 6.4 seconds.
Running costs and pricing
Prices start at £45,850, which looks decent value compared with a single-motor Tesla Model Y (which has less range), or indeed a Toyota bZ4X or Honda e-NY1 which go considerably less far. A VW ID.5 single motor is similar in capacity and range but starts over £50k.
Another key rival is the Renault Scenic E-Tech, which has more space and an 87kWh battery, midway between the Peugeot's standard and long-range packs. Yet it's cheaper.
Warranty is three years unlimited milage. The battery gets its own cover for eight years and 100,000 miles, to 70 percent capacity – that'd then be a 228-mile range. Peugeot dealers will do you a three-year/30,000-mile service contract at £18.71 per month.
The E-3008 makes a good first impression as a fine-looking crossover, with a lovely-looking interior. The screen systems and switchgear work well once you've set them up, and the electric range figures stack up well against rivals – indeed the bigger pack is all-but unrivalled. But it could also be more efficient, and space in the back is a little limited by the standards of rivals like the Tesla Model Y and Renault Scenic. But driving it might divide opinion. While many will enjoy the quietness and the solid, stable way it goes down the road, those looking for something more nimble and engaging may be better off looking elsewhere.