Peugeot e-3008 Review (2024-present)

What is the Peugeot e-3008?

The Peugeot e-3008 is the French company’s zero-emissions electric family car. It’s based on a modular platform developed by Stellantis; the huge, automotive manufacturing giant that was formed when Peugeot, Citroen, Fiat, Jeep, Vauxhall and many other sister brands all merged.

You’ll see this platform in many other cars from these brands, but the e-3008 was one of the first to benefit from its flexibility, which allows it to be offered as a pure electric car in the front- and four-wheel drive e-3008 that we’re testing here, but also with plug-in hybrid and a 48V mild hybrid powertrains.

We’re dealing only with the full electric Peugeot e-3008 in this review. You can find our review of the other Peugeot 3008 models here.

The e-3008 electric model uses a 73kWh lithium-ion NMC battery, and it’s available with front- and four-wheel drive and a range of up to 326 miles, or a 98kWh Long Range model with a WLTP range of 435 miles.

Not many rivals can compete with that range, so it’s perhaps not surprising that the Peugeot e-3008 is not cheap, with prices starting from around £46,000 for the 73kWh, while cars with the big battery will be closer to £50,000.

That’s a very competitive price arena for family EVs, with rivals to the e-3008 including the Kia Niro EV and EV6, Hyundai Kona and Ioniq 5, Skoda Enyaq, Volkswagen ID4, Renault Scenic E-Tech, Smart #1, MG ZS EV, Tesla Model Y, Nissan Ariya, BMW iX1 and Mercedes EQA.

Not all can equal the Peugeot’s WLTP driving range, though (a range of around 250 to 280 miles is more common), and even fewer exceed it. Mind you, it’s worth noting that the Renault Scenic manages an impressive 388 miles and looks better value, with prices starting from £40,000 even with that long range.

We will say, though, that the Peugeot really does look great inside and out, with a more modern take on its predecessor’s three-claw design motif on both the front end and back end, and a hugely smart-looking interior.

How practical is it?

At just over 4.5-metres long, the Peugeot e-3008 is a touch shorter than some of its closest rivals, yet it’s very spacious inside. A 520-litre boot (470 litres in the Dual Motor all-wheel-drive variant) gets you a broad, long boot floor that you can lift up to reveal a deep underfloor storage area that’ll be useful for storing cables. It’s not the deepest boot, as that rakish roofline does cut into boot space, which could be a problem for really bulky items.

There’s no storage in the nose of the car, as you get in the Tesla Model Y, and unfortunately there’s no spare wheel or space saver tyre.

The rear seats split in a useful 40/20/40 fashion and leave a smooth, extended load bay if you need it, but there’s no sliding or reclining seat function. There’s loads of space for a couple of tall adults, because that sharply raked roofline doesn’t start to drop until it’s behind the rear passengers’ heads, hence Peugeot calling the e-3008 a ‘fastback SUV’ rather than a coupe SUV. It means that there’s plenty of headroom, there’s a centre armrest as standard, and while the air vents jut out into a middle passenger’s knee room, the flat floor means they have plenty of foot space. A Renault Scenic E-Tech and a Skoda Enyaq iV have more legroom, but the e-3008’s back seats will be more than comfy and light enough to keep the kids happy and free of motion sickness.

Moving to the front seats, the e-3008 shows how Peugeot has really taken another jump forward to the next level in interior finish and design. A silvery, concave trim runs across the dash, and is lit by changeable ambient lighting, which is rather classy and lovely. A new, curved 21-inch ‘Panoramic i-Cockpit’ screen floats on top of the dashboard, offering a driver’s readout behind the steering wheel, and a separate touchscreen in the centre of the dashboard. Touch-sensitive buttons - which are configurable - are now featured separate to the screen, further down the centre console so that – unlike in the Peugeot e-308, for instance – you don’t end up accidentally hitting them when your hand hovers around the touchscreen.

We’ll talk more about this setup in the tech section of this review, but it is a better setup than Peugeot has previously offered as it’s easier to see the speedo and driver info above the steering wheel. That readout offers 3D graphics and can have a lot of information on it so that it looks a bit jumbled, but you can choose to be more selective about what’s shown and also to keep it in a normal, 2D layout, which we found preferable.

The seats are comfortable, and visibility is adequate if not brilliant to the rear and rear three-quarters, due to that falling roofline and a fairly narrow rear windscreen.

What’s it like to drive?

We drove the single-motor, 73kWh, 210bhp Peugeot e-3008 210 Standard Range, which gets front-wheel drive and manages 0-62mph in 8.7sec. You can also get this same battery with four-wheel drive courtesy of dual motors that deliver 322bhp and 0-62mph in 6.4sec, yet manages the same 326 mile WLTP range figure. The 98kWh Peugeot e-3008 Long Range gets a 227bhp motor driving the front wheels, and manages 0-62mph in 8.9sec.

The entry-level model that we drove may well be the sweet spot, though, as it feels rapid enough to be confident in a fast motorway merge or on a fun, twisty country road. It’s a shame that the brake pedal is quite spongey and has little response on the initial travel before suddenly delivering quite sharp stopping power, so it’s not the easiest to drive smoothly, but you do get used to it. You can control the brake regen system via paddles on the steering wheel, now, too, allowing you to toggle down or up through the three levels of regen, and you can use the system almost as you would an automatic gearbox when you want the car to decelerate smoothly or give you full control on a descent.

There is no gearbox, hence you get a lovely, uninterrupted stream of acceleration from the electric motor, and a very refined, relaxed experience on the road in the Peugeot e-3008. Ride comfort is decent; there’s quite a bit of body movement, which is hardly surprising as this car weighs over 2.1-tonnes, but it’s progressive and controlled even in faster direction changes. It soaks up big bumps well, but sharper-edged potholes and expansion joints can have it jarring and thumping noticeably, especially at higher speeds.

Peugeot’s trademark small steering wheel still makes an appearance, and the steering does feel a touch nervy as you start to dial in some lock, but with a bit of familiarity, you get used to that and can enjoy the sense of immediacy. Overall, the Peugeot e-3008 breaks no new ground when it comes to driver reward in the family electric car class, but it’s confident, quiet and pleasant, making it more than fit for purpose.

Technology, equipment & infotainment

The touchscreen system is the focal point of the Peugeot’s tech features, and it looks spectacular. It's a complicated system, but it does at least benefit from Peugeot's ‘i-Toggle’ configurable buttons, which make it easier to access core features. A ‘Home’ shortcut is always present, but you can programme 10 other shortcuts to your most-used functions.

On the downside, it's annoying that the temperature controls aren’t always a permanent fixture on the central screen, and we found the system can be a bit laggy. Some of the animations that take place during screen transitions take an irritatingly long time, too. More annoying, though, is the hit-and-miss screen sensitivity.

The lane keep system can be a bit intrusive on certain roads; you feel it applying pressure to the steering to try and keep you centred in your lane, even if you may be trying to keep to one side to allow a bike through, or to give more space to oncoming traffic. This is an issue with many lane-keep assist system out there, and Peugeot’s is not the worst by a long way. It’s pretty good on the motorway, in fact. Standard adaptive cruise control with stop-and-go also means that the car will accelerate and brake itself while keeping in its lane, which is particularly useful in crawling town traffic.

Two trim levels are available, Allure and GT. Even Allure gets a heat pump, 19-inch alloy wheels, keyless entry, heated seats, wireless phone charging, parking sensors and reversing camera, among other features, but you have to pay to upgrade to the full 21-inch curved touchscreen that we tried.

GT ups the ante with fully adaptive LED headlights, changeable interior ambient lighting, Alcantara upholstery, the full-fat big-screen infotainment and 20-inch alloy wheels. Optional equipment on both will include a 360-degree parking camera, leather upholstery and a sunroof, and GT also offers an optional driver’s seat massage function and upgraded Focal 10-speaker sound system.

Peugeot e-3008 running costs

The Peugeot e-3008 isn’t cheap; with prices starting at nearly £46,000, it really is pricey even by the standards of some key rivals. The Skoda Enyaq, for instance, is usefully roomier inside and a bit cheaper to buy.

Still, the e-3008 is well equipped, and we saw a real-world range of some 270 miles from the 210 Standard Range, on a fairly warm day over a variety of motorway and mountain roads. We’d expect that to drop to around 200- to 220 miles in the winter. If we assume a realistic year-round average of 3.1 miles/kWh in the e-3008, you’ll be paying 12p per mile on a domestic tariff of 38p/kWh, or that’ll drop to under 8p per mile if you can charge using cheaper off-peak tariffs. A petrol car doing 40mpg will cost around 15p per mile and a diesel doing 55mpg will cost around 18p per mile, for some context.

Public charging is currently expensive and will ultimately make the Peugeot e-3008 more expensive to run than an efficient petrol or diesel equivalent if you are relying solely on rapid chargers (which vanishingly few EV drivers will do).

Insurance on electric cars can be expensive, so make sure you get a quote before committing to the e-3008 as it may be pricier than you imagine.

Peugeot e-3008 reliability

The Peugeot e-3008 is too new to have been subject to any owner surveys and reliability data, and the brand new platform, infotainment and software also means there’s a lot here that hasn’t yet been tried and tested in mainstream use.

However, it does come with a three-year, unlimited mileage warranty on the car and an eight-year, 100,000-mile warranty on the high voltage lithium-ion battery and electric motor, provided the car is serviced within the Peugeot network.

That’s all well and good, but others, including Kia, Hyundai and MG, all offer usefully longer and more comprehensive standard warranties.