Back in 2007, Peugeot decided (with some delay) to join the increasingly popular SUV market. Whether due to poor judgment or lack of know-how, the French did it in a rather clumsy way – they took a Mitsubishi Outlander, added French headlights and a lion badge, and called it a day.
As a result, even in its most successful year, the model barely managed just over 10,000 sales in Europe.
Shortly after the 4007 came the 3008. A car initially labelled as a crossover, which to me looked like a melted plastic hippopotamus, but it was definitely a step in the right direction, with sales reaching around 100,000 units per year. And then, in 2016, Peugeot finally hit the sweet spot with the second generation of the 3008. The model introduced the brand’s new design language – in my opinion, the best thing to happen to Peugeot since the 1980s – and went on to win dozens of awards for best car, best interior, and so on. On top of that, in 2018 alone, over 200,000 units of the 3008 were sold in Europe – 20 times more than the best year of the 4007.
Design
3The 3008 is the model that introduced Peugeot’s current design language (further developed in the new 208, 2008 and 508). It’s defined by sharp lines, concept-car-like details, darkened triple rear lights, and a bold yet more elegant front grille.
Compared to its rather clumsy predecessor, the second-generation 3008 is genuinely impressive in terms of design. The strong sales are no coincidence – good design sells – and this car looks more like an SUV than ever before.
That said, there are elements I don’t particularly like. For example, the fake exhaust tips, and the excessive use of chrome – front, sides, rear, even on the roof. It feels like the car is targeting flashy tastes – perhaps a bit too much.
Finally, the wheels look slightly too small relative to the body size, but that’s a common compromise among more affordable SUVs.
Interior
The interior is what truly sets the 3008 apart from everything else in this segment. It’s bold, extravagant, slightly futuristic, and most importantly – despite its unusual design – still practical.
The overall concept develops the idea seen in previous generations of the 208 and 2008 – a high-mounted instrument cluster and a small steering wheel positioned below it. It’s something you need to get used to, and not everyone will like it, but as with the 508, the execution here is solid.
The cluster is digital even in the base version, with clear graphics and relatively intuitive customisation. What I don’t like is that the refresh rate feels slightly slow, resulting in a bit of flickering in the moving elements. And speaking of movement – the rev counter needle moves in reverse, a typical French quirk I find unnecessary.
One thing I do appreciate is the ambient light beneath the cluster, which can be turned on and off via a dedicated button. It softens the brightness of the display and reduces eye strain.
Overall, beyond the design, the interior impresses with build quality and materials. Most surfaces are soft and pleasant to the touch, and the decorative trims are interesting – textile or unpolished wood. Even the front door pockets are lined with fabric, a detail usually found in more expensive cars. Of course, there’s still a fair amount of basic plastic, but the overall impression remains one of a solidly assembled interior.
In terms of space, the front is well organised, with wide door pockets and a large cooled storage compartment under the central armrest. The seats are comfortable and offer plenty of adjustment, though lateral support is lacking despite their sporty appearance. On the plus side, the optional massage function is one of the better ones I’ve experienced, especially in this price range – and it even includes a “cat paws” mode 🙂
I’m less impressed with the rear seats. They’re positioned relatively low, which affects seating comfort, and the large front seats limit forward visibility. As a result, it felt slightly claustrophobic to me. A panoramic roof (around €1,440) would be a good option to improve the sense of space.
Otherwise, there’s a flat floor, plenty of legroom, and sufficient headroom, making it possible for three passengers to travel relatively comfortably in the back. The boot is also impressive, offering 591 litres.
On the road
The Peugeot 3008 relies on small-displacement engines (1.2 to 2.0 litres), paired with either a six-speed manual or an eight-speed automatic gearbox. The choice is straightforward – petrol or diesel, 130 hp or 180 hp. Both outputs are available with both fuel types.
The version I drove was the 2.0-litre diesel with 180 hp, 400 Nm of torque, and an automatic gearbox. It reaches 100 km/h in 9 seconds, with a claimed fuel consumption between 4.5 and 5.2 l/100 km.
As for drivetrain – there’s no choice. Power goes exclusively to the front wheels. At first glance, that may seem odd for an SUV, but it’s actually a sensible decision. I’ve argued against 4×4 in this type of car before, and Peugeot clearly shares that view – lower cost, lower fuel consumption, and lower weight. With good winter tyres, you’ll have enough traction in most situations.
So whether the 3008 is truly an SUV is open to interpretation. Personally, I see it as a spiritual successor to minivans – their practicality, but in a more desirable package.
Time to drive it.
I settled into the driver’s seat and quickly found a comfortable position. I’m already familiar with the unusual steering wheel layout, so adjusting it didn’t take long. Once again, I noticed the excellent ergonomics, despite an interior design that initially looks like a usability nightmare.
I started the engine and set off through Sofia. The first minor issue appeared immediately – the start button responds a bit slowly. This was confirmed over the next few days, as I often couldn’t start or stop the engine on the first press. It requires holding the button slightly longer.
The car is also a bit slow in other areas – recognising road signs and establishing Bluetooth connection with my phone, for example. Nothing critical, but potentially annoying.
In city driving, however, the car is pleasant. The engine runs smoothly with minimal vibrations and remains quiet under light load. The eight-speed automatic gearbox works very well with the engine – smooth and well-timed shifts.
Rear visibility could be an issue due to the small rear window and thick pillars. A reversing camera (optional on lower trims, around €260–€460) is practically a must.
Soon, I headed towards the Sub-Balkan road and further south, where I encountered roads seemingly forgotten by both God and the road agency. After testing the car’s stability over crater-sized potholes, I reached better roads. Time to push it a bit.
Throttle down – the car accelerates decently, and the engine becomes slightly louder and rougher (but nothing excessive). Overall, the performance is adequate, though I expected a bit more given the power figures.
The steering is quite good – pleasantly weighted and reasonably precise. In fact, the 3008 performs better during dynamic driving than I expected.
The suspension, however, surprised me. After driving the 508, I expected exceptional comfort here as well. Not quite. The 3008 doesn’t have adaptive suspension, and its height requires stiffer springs.
The result is slightly reduced comfort, although it’s still softer than something like the Audi Q3. The upside is low road noise and good stability, with moderate body roll.
Overall, I’m satisfied with how the car performs on the road. It leans towards comfort in both ride and noise levels, while the drivetrain delivers solid responses and decent dynamics.
Where it loses points is fuel consumption – mainly due to the gap between official and real-world figures. During my test, I averaged 6.9 l/100 km, with 6.6–8.1 l in the city and as low as 4.1 l during very economical driving outside the city – good numbers in isolation.
Conclusion
It’s not hard to see why the second-generation 3008 has been such a success.
Peugeot simply gave the market what it wants – attractive design, a high driving position, well-utilised interior space, and a reasonable price.
The strengths of the car lie in its concept and design, combined with a solid drivetrain and quality interior. That makes it a good choice for people looking for a practical car they like, without prioritising engaging driving dynamics or strong performance.
Another advantage is the absence of major flaws. For me, the main drawbacks were a few slower-responding systems that can become irritating over time.
One area that could definitely be improved is the warranty – five years, but limited to just 100,000 km. That doesn’t inspire much confidence, especially when competitors like the Ford Kuga offer five years with unlimited mileage.
As for pricing, it starts at just under €22,000 for a basic version. The more interesting option is the mid-level trim (Allure), priced between €25,000 and €29,000 depending on the engine. Add another €1,500–€2,000 for options, and you have a well-equipped car.
Eng. Tsvetan Iliev
Настина страхотен автомобил. Бих го притежавал.
Автомобила е страхотен, въпреки че аз харесвам по големия брат 5008 🙂