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1.5 BlueHDi Allure Premium+ 5dr EAT8
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By Jonathan Crouch
Back in 2020 with its P84-series MK2 3008, Peugeot wanted to be a key player in the plug-in hybrid part of the mid-sized SUV segment with this car, the 3008 Hybrid. It looks smart, certainly makes the efficiency numbers and will work well as a package for a family buyer wanting a degree of EV tech but not quite ready to take the plunge into full-battery motoring. But though the plug-in technology on offer here is pretty cutting-edge, it's also pretty heavy and pricey.
5dr SUV (1.6 petrol PHEV) [Allure, GT-Line, GT]
Plug-in Hybrid technology may turn out to be one of the more short-lived of the motor industry's propulsion options. The first plug-in hybrids didn't arrive until around 2015 and by 2020 there was already talk of future legislation banning them by 2035 (though in a post-Covid world, who knows how far that deadline might be extended?). What we do know is that right here and now, plug-ins (or PHEVs) are often the undecided green motorist's preference. The fully electrified commuting mileage, the absence of range anxiety and low taxation of PHEVs are all tempting. But the elephant in the room remains the high cost of this technology, which reflects in the price of all current contenders, including the one we look at here, the Peugeot 3008 Hybrid. Can it stack up as a used buy? In P84 form, this car sold until Spring 2024. Don't confuse this 1.6-litre PHEV 3008 with the very different 1.2-litre self charging 3008 Hybrid P84 model introduced in 2023 for a short spell until the end of MK2 model 3008 production. It's the longer-lasting 2020-2023-era PHEV P84 3008 variant we look at here.
As usual with plug-in models, visual differentiations from the standard variants are few. In this case, that means special dichroic badging which you'll find on the front wings, an extra filler flap and a cyan light that shines from the interior mirror when the car is in all-electric motion. Inside, the hybrid model changes are subtle in the very high quality cabin. There's a little 'lightning bolt' piano key button just below the centre-dash infotainment screen which accesses various hybrid-specific functions. There's an extra 'Energy' display option for the instrument binnacle screen; and the auto gearbox lever gains an extra 'B' option so that regenerative braking force can be altered. That's about it. As ever with a MK2 3008, the interior feels of much higher quality than you'd expect from a volume brand, aided in sophistication by a digital instrument binnacle screen and a huge display for the central monitor. As usual with a modern Peugeot, there's an 'i-Cockpit' dash layout you'll have to get used to that leaves you looking over the (smaller) steering wheel at the instrument binnacle, rather than conventionally through it. A word about those instrument gauges: they represent another of this cabin's defining talking points, conventional dials completely replaced by a fully configurable and customisable 12.3-inch colour screen. Just about everything else you'll need to know can be found on what looks like a tablet PC attached to the fascia, a multifunction colour touchscreen that's 10-inches in size. What about the rear seat? Well because this design was created from the outset to accommodate battery power, there's no compromise in rear seat accommodation and a couple of adults will be quite comfortable. Boot space is, perhaps inevitably, compromised considerably by the battery placement (down to 395-litres from 520-litre normally). The fuel tank size is 10-litres smaller too. In compensation, this Peugeot offers an extra 25-litre under-floor stowage area for storing the cables. And a ski hatch so you can push through longer items into the cabin.
Please contact us for an exact up-to-date valuation.
We haven't come across any reports of significant issues with this car's PHEV drivetrain, so the problems here are mainly those that relate to any other version of this P84-series MK2 Peugeot 3008. Generally, most owners of MK2 model 3008s we came across were pretty happy but inevitably, there were a few issues we came across. With one owner we came across, the oil light came on for no reason and the brake pads wore out very easily. Another owner found that the electric switches on the front doors retracted into the trim. Another customer found that the door handles wouldn't work in sub-zero temperatures. In another case, there were multiple electrical problems - for the windows, the central locking and in one instance for the entire dash. What else? Well it's also worth knowing that the fixings for the tow bar might not have been tightened to the proper settings by Peugeot on 3008s made between June 2017 and January 2018. Otherwise, it's just the usual things; check the interior for child scrapes - and the wheels and rear bumpers for parking scratches. And insist on a fully stamped-up service history.
(approx based on a 2018 3008 1.2 130hp excl. VAT) Using the base 1.2-litre petrol 130hp model as an example, expect to pay around £4-£6 for an oil filter, around £17 for an air filter and around £7-£15 for a wiper blade. Rear brake pads vary in price between £26-£83 for a set. For front brake discs, think around £81-£145; for rears, think £44-£87. A radiator costs in the £110 bracket. A headlamp costs in the £417 bracket.
This wasn't the first time we'd seen a Hybrid 3008 model. The first generation T84-series design was available in electrified form too, but that was a self-charging set-up mated to a diesel engine. With this replacement P84-series model, a 1.6-litre petrol turbo powerplant mated to an 8-speed auto gearbox was blended with more advanced plug-in hybrid technology that allows for 36 miles of WLTP-rated all-electric driving range. This powertrain features in two flavours: in 225hp form in the front-driven 3008 Hybrid. Or in 300hp guise in the AWD 3008 Hybrid4, the latter variant featuring two electric motors (a 108bhp unit on the front axle and a 111bhp motor on the rear axle - hence the nominal AWD capability). In both cases, the way that petrol progress is seamlessly integrated with electrified power is very impressive - and the whole package feels as quick as those output figures might suggest (rest to 62mph in the Hybrid4 takes just 5.9s en route to a 146mph maximum - or an 84mph all-electric maximum). So it ought to feel pretty quick. Well it does to a point. But things are rather blunted, as is usual with this class of car, by a somewhat prodigious kerb weight. The plug-in powertrain adds a substantial 360kgs over the weight of a 2.0 diesel 3008; or around half a tonne over a base petrol version. That's an awful lot of extra bulk to carry around and even with 520Nm of pulling power on tap, you feel that from behind the wheel, especially if you try and chuck this car about in the kind of manner a typical owner never would. You get four driving modes, with the one you'll be using most of the time being the 'Hybrid' setting that chooses the best mix of electric and petrol propulsion to suit the driving style whilst optimising efficiency. The alternative settings are either 'Sport' (where the car combines the power of the electric and petrol motors to offer livelier performance); 'All-Wheel Drive'; and 'Electric' (which is battery power only).
You can certainly see why someone might be drawn to this 3008 Hybrid. It's a far more complete product than the first generation diesel/electric version ever was. And the PHEV stats are tempting - for the front-driven version, up to 222.3mpg, up to 41g/km of CO2 and 36 miles of all-electric range. It arguably looks smarter and more fashionable than its identically-engineered Citroen C5 Aircross Hybrid and Vauxhall Grandland X Hybrid Stellantis Group cousins of this period too. If you're attracted by a 3008 Hybrid, stick with a base front-driven 'Allure' model, then get a decent deal on one, translate that into affordable finance and finally this product starts to make some sort of sense. Sophisticated sense. Which of course was always the original intention.
Data provided by CAP-HPI database - Ref# 100945
By Jonathan Crouch
Back in 2020 with its P84-series MK2 3008, Peugeot wanted to be a key player in the plug-in hybrid part of the mid-sized SUV segment with this car, the 3008 Hybrid. It looks smart, certainly makes the efficiency numbers and will work well as a package for a family buyer wanting a degree of EV tech but not quite ready to take the plunge into full-battery motoring. But though the plug-in technology on offer here is pretty cutting-edge, it's also pretty heavy and pricey.
5dr SUV (1.6 petrol PHEV) [Allure, GT-Line, GT]
Plug-in Hybrid technology may turn out to be one of the more short-lived of the motor industry's propulsion options. The first plug-in hybrids didn't arrive until around 2015 and by 2020 there was already talk of future legislation banning them by 2035 (though in a post-Covid world, who knows how far that deadline might be extended?). What we do know is that right here and now, plug-ins (or PHEVs) are often the undecided green motorist's preference. The fully electrified commuting mileage, the absence of range anxiety and low taxation of PHEVs are all tempting. But the elephant in the room remains the high cost of this technology, which reflects in the price of all current contenders, including the one we look at here, the Peugeot 3008 Hybrid. Can it stack up as a used buy? In P84 form, this car sold until Spring 2024. Don't confuse this 1.6-litre PHEV 3008 with the very different 1.2-litre self charging 3008 Hybrid P84 model introduced in 2023 for a short spell until the end of MK2 model 3008 production. It's the longer-lasting 2020-2023-era PHEV P84 3008 variant we look at here.
As usual with plug-in models, visual differentiations from the standard variants are few. In this case, that means special dichroic badging which you'll find on the front wings, an extra filler flap and a cyan light that shines from the interior mirror when the car is in all-electric motion. Inside, the hybrid model changes are subtle in the very high quality cabin. There's a little 'lightning bolt' piano key button just below the centre-dash infotainment screen which accesses various hybrid-specific functions. There's an extra 'Energy' display option for the instrument binnacle screen; and the auto gearbox lever gains an extra 'B' option so that regenerative braking force can be altered. That's about it. As ever with a MK2 3008, the interior feels of much higher quality than you'd expect from a volume brand, aided in sophistication by a digital instrument binnacle screen and a huge display for the central monitor. As usual with a modern Peugeot, there's an 'i-Cockpit' dash layout you'll have to get used to that leaves you looking over the (smaller) steering wheel at the instrument binnacle, rather than conventionally through it. A word about those instrument gauges: they represent another of this cabin's defining talking points, conventional dials completely replaced by a fully configurable and customisable 12.3-inch colour screen. Just about everything else you'll need to know can be found on what looks like a tablet PC attached to the fascia, a multifunction colour touchscreen that's 10-inches in size. What about the rear seat? Well because this design was created from the outset to accommodate battery power, there's no compromise in rear seat accommodation and a couple of adults will be quite comfortable. Boot space is, perhaps inevitably, compromised considerably by the battery placement (down to 395-litres from 520-litre normally). The fuel tank size is 10-litres smaller too. In compensation, this Peugeot offers an extra 25-litre under-floor stowage area for storing the cables. And a ski hatch so you can push through longer items into the cabin.
Please contact us for an exact up-to-date valuation.
We haven't come across any reports of significant issues with this car's PHEV drivetrain, so the problems here are mainly those that relate to any other version of this P84-series MK2 Peugeot 3008. Generally, most owners of MK2 model 3008s we came across were pretty happy but inevitably, there were a few issues we came across. With one owner we came across, the oil light came on for no reason and the brake pads wore out very easily. Another owner found that the electric switches on the front doors retracted into the trim. Another customer found that the door handles wouldn't work in sub-zero temperatures. In another case, there were multiple electrical problems - for the windows, the central locking and in one instance for the entire dash. What else? Well it's also worth knowing that the fixings for the tow bar might not have been tightened to the proper settings by Peugeot on 3008s made between June 2017 and January 2018. Otherwise, it's just the usual things; check the interior for child scrapes - and the wheels and rear bumpers for parking scratches. And insist on a fully stamped-up service history.
(approx based on a 2018 3008 1.2 130hp excl. VAT) Using the base 1.2-litre petrol 130hp model as an example, expect to pay around £4-£6 for an oil filter, around £17 for an air filter and around £7-£15 for a wiper blade. Rear brake pads vary in price between £26-£83 for a set. For front brake discs, think around £81-£145; for rears, think £44-£87. A radiator costs in the £110 bracket. A headlamp costs in the £417 bracket.
This wasn't the first time we'd seen a Hybrid 3008 model. The first generation T84-series design was available in electrified form too, but that was a self-charging set-up mated to a diesel engine. With this replacement P84-series model, a 1.6-litre petrol turbo powerplant mated to an 8-speed auto gearbox was blended with more advanced plug-in hybrid technology that allows for 36 miles of WLTP-rated all-electric driving range. This powertrain features in two flavours: in 225hp form in the front-driven 3008 Hybrid. Or in 300hp guise in the AWD 3008 Hybrid4, the latter variant featuring two electric motors (a 108bhp unit on the front axle and a 111bhp motor on the rear axle - hence the nominal AWD capability). In both cases, the way that petrol progress is seamlessly integrated with electrified power is very impressive - and the whole package feels as quick as those output figures might suggest (rest to 62mph in the Hybrid4 takes just 5.9s en route to a 146mph maximum - or an 84mph all-electric maximum). So it ought to feel pretty quick. Well it does to a point. But things are rather blunted, as is usual with this class of car, by a somewhat prodigious kerb weight. The plug-in powertrain adds a substantial 360kgs over the weight of a 2.0 diesel 3008; or around half a tonne over a base petrol version. That's an awful lot of extra bulk to carry around and even with 520Nm of pulling power on tap, you feel that from behind the wheel, especially if you try and chuck this car about in the kind of manner a typical owner never would. You get four driving modes, with the one you'll be using most of the time being the 'Hybrid' setting that chooses the best mix of electric and petrol propulsion to suit the driving style whilst optimising efficiency. The alternative settings are either 'Sport' (where the car combines the power of the electric and petrol motors to offer livelier performance); 'All-Wheel Drive'; and 'Electric' (which is battery power only).
You can certainly see why someone might be drawn to this 3008 Hybrid. It's a far more complete product than the first generation diesel/electric version ever was. And the PHEV stats are tempting - for the front-driven version, up to 222.3mpg, up to 41g/km of CO2 and 36 miles of all-electric range. It arguably looks smarter and more fashionable than its identically-engineered Citroen C5 Aircross Hybrid and Vauxhall Grandland X Hybrid Stellantis Group cousins of this period too. If you're attracted by a 3008 Hybrid, stick with a base front-driven 'Allure' model, then get a decent deal on one, translate that into affordable finance and finally this product starts to make some sort of sense. Sophisticated sense. Which of course was always the original intention.
