Peugeot 3008 Review 2025: Price, specs & boot space

If style sits at the top of your wanted list for your next family SUV, then the 3008 is certainly a car that’ll suit you. The theatrical styling means it looks great on the outside, and if anything, it looks even better on the inside, with interesting design, plush materials and a super-whizzo infotainment system. All that, plus it’s well-equipped and practical enough for a family.

On the powertrain front, that’s a little tricky. So far, we’ve only had the chance to drive the entry-level version - a 1.2-litre petrol with 48-volt mild hybrid tech - and we weren’t all that impressed with it due to mediocre pace, clumsy power delivery and a raspy engine note. We suspect that the plug-in hybrid option will be better, but we haven’t tried it yet, so can’t be sure. On the trim-level front, the base-level Allure comes with most of what you need, but the GT does look a bit cooler inside and out if that’s what you’re into.

As a five-seater midsize family SUV, the Peugeot 3008 has to contend with a vast number of rivals and some very good ones at that. The best-selling cars in the class are the Nissan Qashqai and Kia Sportage, both of which sit perennially near the top of the list of the UK’s top-ten best-selling models, and they’re usually joined on that list by the Hyundai Tucson. 

Other popular choices in the class include the Volkswagen Tiguan, Ford Puma and Vauxhall Grandland (the latter being a car the 3008 shares its mechanicals, incidentally). You might also consider premium alternatives such as the Audi Q3, BMW X3 or Mercedes GLC.

It’s probably fair to say that it’s the design of the cabin, and the tasteful mixture of textures and colours used, that give the cabin its huge wow factor and feeling of premium stylishness. Importantly, though, the quality of the materials used in the 3008 doesn’t betray that feeling. Most of the surfaces you see in front of you take the form of a glossy screen, a bright metallic trim or a tasteful textile covering, and you’ll find this last item swathed all over the dashboard and doors.

The top of the dashboard has a pleasant soft-touch covering, meanwhile, and it all combines to give the car’s interior a properly swish feel. Hunt around, and you’ll find one or two panels that aren’t quite such a treat for the eyes and fingertips - such as a couple of the more structural parts of the centre console and the door pockets - but these are out-of-sight most of the time and so don’t detract from your feeling of sophistication.

One of the ways in which the Peugeot 3008 delivers its theatrically glamorous image is with its impressive-looking infotainment system, which comes as standard on both Allure and GT versions of the car. Central to it is a 21-inch screen that appears to float over the top of the dashboard. The right-hand portion of it serves as the driver’s instrument panel, while the left-hand portion serves as the central touchscreen. Both halves can be configured in a number of different ways to suit your taste.

And that’s not it on the touchscreen front. Beneath the left-hand side of the main screen is another smaller, shallower touchscreen panel upon which lives something that Peugeot calls the ‘i-Toggles’. These are shortcuts for the infotainment system that you can quickly and easily customise for yourself. The ‘Home’ shortcut is ever-present, but other than that, you can select up to ten shortcuts for your most-used functions, housed in two blocks that you swipe between horizontally.

And happily, it works really well, because the shortcuts make finding your way around the system much easier than it would otherwise be. The graphics are sharp and slick-looking, too. It’s a little annoying that your temperature controls aren’t a permanent fixture on the central screen, but as long as one of your shortcuts is dedicated to the ventilation system, then control over that is never too far away.

The system isn’t perfect, mind. Some of the animations that take place between screen transitions can take a needlessly long time, and the screen sensitivity isn’t flawless, so you might sometimes need two or more tries in order to get an input to register. Compared to some of the ridiculously complex touchscreen systems we’ve seen in other cars recently, though, this system is really good on the usability front.

The system comes with the same functionality regardless of your trim level, so all 3008s have connected navigation, Bluetooth, DAB, wireless Apple CarPlay and Android Auto, a wireless smartphone charger, and ‘OK Peugeot’ voice commands.

You’d hope that any new car these days would have generous space in the front seats (don’t worry, that’s certainly the case in the 3008), but that’s not always a given in the rear seats. And looking at the 3008’s coupe-like sloping roofline at the back of the car, you might worry that it might be a little short on rear-seat space. You needn’t be, happily. The back seats are set low enough that there’s ample headroom, even for tall passengers, and there’s plenty of rear legroom, too. Maybe some midsize SUV rivals provide a fraction more of both, but you’ll certainly have no cause for complaint in the Peugeot. 

Sitting three people across the rear bench isn’t out of the question, either, and things are made comfier for whoever ends up in the middle seat, by the fact that that seat is nice and wide compared to some, and there’s an almost-flat floor ahead of it. Shoulder room is a little too tight to comfortably carry three in the back for long stints, but you’ll be fine squeezing in for short hops.

Peugeot claims that the 3008’s boot has a 588-litre capacity, which is very generous. However, it looks a good bit smaller than that to us, and variations in the way these things are measured by different manufacturers can skew these figures, so they should be taken with a small pinch of salt. Importantly, though, it’s big enough to handle what most families will throw at it.

To get the full capacity, you have to set the moveable boot floor to its lower setting, which leaves you with a boot lip of a couple of inches. Move the floor to its higher setting, and part of your boot space is converted into underfloor storage, and the boot lip is also levelled off. So is the step up to the folded rear seatbacks when you drop them for maximum cargo space (1,663 litres). These seats drop in a versatile 40/20/40 split, but the backrests do lie at a slight angle leaving you with a gentle slope in your extended loadbay.

The Peugeot 3008 is available as an electric car, or with petrol mild-hybrid or plug-in hybrid powertrains. The entry-level combustion-engined choice is the 48-volt mild hybrid, but take that word ’hybrid’ with a big pinch of salt. It’s powered mainly by a 136PS 1.2-litre three-cylinder petrol engine that only gets a tiny amount of assistance when pulling away and accelerating from an electric motor that’s integrated into the gearbox. 

Granted, it’s possible for the car to be propelled by electric power alone, but only for yards at a time (rather than miles, like is possible with plug-in hybrids and some self-charging hybrids), and only at super-low parking speeds. 

In any case, the Peugeot 3008 is not very quick when fitted with this powertrain. Whether you’re depressing the accelerator pedal gently to try and build speed gradually, or flooring the throttle to accelerate as fast as you can, you find that the engine makes a whole heap of noise as the revs soar upwards, but the level of forward momentum you feel is disproportionately modest. And that’s the case both off the mark and on the move. The benchmark 0-62mph sprint happens in 10.2 seconds according to the published figures, but that feels quite optimistic to us.

The power delivery is a little clumsy, too. The car’s throttle responses are irritatingly slow - there’s an annoyingly long pause between you pushing the pedal and the powertrain reacting in any way - and the six-speed dual-clutch automatic gearbox also takes its sweet time to figure out which ratio it wants. Once it makes up its mind, it usually defaults to a fairly low one, which accounts for the soaring engine revs we mentioned a moment ago.

We haven’t had the opportunity to try the plug-in hybrid version yet, but we hope it feels a good bit brawnier than the 48-volt powertrain we’ve just discussed. And there’s every chance. It combines a 1.6-litre petrol engine with a much pokier electric motor that’s fed by a 21kWh battery (this allows up to 55 miles of all-electric range). This combination of power sources sends a total of 195PS to the front wheels through a seven-speed twin-clutch transmission. The 0-62mph dash drops to 7.8 seconds, so it has a decent advantage against the stopwatch.

As we just mentioned, the 1.2-litre petrol engine in the entry-level powertrain is made to work pretty hard even when you ask for just moderate acceleration, so it spends quite a lot of its time with plenty of revs on the dial. It sounds pretty thrashy and coarse when this is the case, too, and you’ll also feel quite a few vibrations making their way to your extremities through the steering wheel and pedals. You’ll also notice a distant drone from under the bonnet when maintaining motorway pace. You hear appreciable amounts of wind- and road noise at this speed, too, with the latter being the more prevalent, but neither is at a level that will annoy you.

We haven’t tried the plug-in hybrid yet, so we can’t vouch for the refinement of that powertrain yet, but since it's able to run for up to 55 miles on electric-only power, we’d expect a generally more peaceful life.

You’d expect any new car these days to come with an extensive suite of driver aids as standard, and the 3008 is no exception. The standard roster includes measures such as driver attention alert, lane keep assist, speed limit recognition, and automatic emergency braking, while if you upgrade to GT trim, you also get adaptive cruise control.

If those measures aren’t enough to prevent you from getting in trouble and an impact becomes inevitable, then there are front and side airbags for the front seats, plus curtain airbags that cover the heads of those up front, and the heads and shoulders of those in the back. You also get two Isofix child seat mounting points on the outer rear seats. This latest third-generation version of the 3008 hasn’t yet been crash-tested by Euro NCAP, so we’re unsure of how it’ll perform in a smash, but it’s also true that most Peugeot models that have been tested over the past few years have missed out on the full five-star rating.

This latest third-generation version of the 3008 is far too new to have featured in our go-to source of owner-supplied reliability and customer satisfaction data, the HonestJohn.co.uk Satisfaction Index. However, if you look to the past in that study to try to find clues as to how reliable the new car might be, then you may make some fairly alarming discoveries. 

Discoveries like the fact that the previous second-generation version of the 3008 was voted by owners as the second-least-reliable model in the whole study. And discoveries like the fact that Peugeot was named as the second-least-reliable manufacturer in the study, out of a pool of 29 of them.

Hardly a stellar performance from the Stellantis-owned brand, then, but it’s also true that the new car is based on an entirely new platform and uses a lot of different tech, so there’s hopefully less of a chance that these gremlins will be carried over.

Compared to some manufacturers represented in the midsize family SUV market, Peugeot has a distinctly average warranty offering, too. You get unlimited mileage manufacturer cover for the first two years, then a third year of retailer-supplied cover with a mileage limit of 60,000 miles.

All cars are bestowed with an insurance group rating between 1 and 50, and the higher your car’s number, the higher the insurance premium you’re likely to pay. Make do with the 48-volt mild hybrid, and you’ll pay a group 22 premium on the Allure model, and a group 24 premium on the GT. Upgrade to the PHEV, and it’s group 32 on the Allure and group 33 on the GT.

The combustion-engined versions of the Peugeot 3008 that we’re talking about here are both liable for the same flat rate of car tax as all other petrol and diesel cars, less the alternative fuel discount that both versions qualify for. However, that discount only amounts to a tenner, so it’s not too much of a two-fingered salute to the exchequer, and you’ll still pay an annual fee of £180.

At least, you will if you choose the 48-volt hybrid, as this is the only version whose brand-new list price falls below the £40,000 threshold for the Government’s luxury car surcharge. Even then, you’ll have to be careful that you don’t add too many optional extras so that the price of your car breaks the threshold. If you do break that threshold, or choose one of the other more expensive powertrains, then the surcharge will cost you an extra £410 per year between years to and six of the car’s life. This liability is transferred to subsequent owners, too, so you can’t get around it by buying used.

We’ve already talked about the various bits of infotainment and safety kit that come with the two trim levels - Allure and GT - so we won’t go over all that again. In terms of other luxury kit, the Allure comes with 19-inch alloy wheels, metallic paint, all-round LED exterior lights, rear privacy glass, power folding door mirrors, rear parking sensors, self-washing reversing camera, keyless entry and go, four electric windows, automatic light and wipers, dual-zone climate control, ambient lighting, part-leather-effect upholstery, an electronic parking brake, a leather steering wheel, and cruise control.

GT cars look a little smarter with 20-inch alloys, a black roof and some additional body styling elements, and the upgrade also gets you adaptive cruise control with stop-and-go traffic function, front parking sensors, a heated steering wheel, heated front seats, driver’s lumbar adjustment, extended ambient lighting, rear manual window blinds, a hands-free powered tailgate, and adaptive high beam headlights.