For decades, Peugeot’s larger family cars belonged to the 400 series. From the Peugeot 401 in 1934 to the final 407 that left the production line in the summer of 2011, nearly 80 years of naming tradition defined the brand’s mid-size offering. The model you see here breaks that logic.
The new Peugeot 408 officially belongs to the C-segment – compact family cars such as the Volkswagen Golf and Opel Astra. At least that is the company’s official position, and technically the model is closely related to the Peugeot 308. But the 408 is something different. It stretches the boundaries of its segment and does so in a genuinely remarkable way.
Today, I am testing the Peugeot 408 in top-spec GT trim and in its most powerful version – the 225 hp plug-in hybrid.
Design
I have often said that Peugeot’s current line-up is among the most design-forward in Europe. From the 208 to the 508 PSE, the French brand consistently delivers expressive styling within conventional shapes.
With the 408, however, Peugeot has done something quite different. The brand’s signature elements are present, but combined with unconventional proportions. In practice, this is a raised fastback. Had it come from a German manufacturer, marketing departments might have called it a coupe, crossover or something equally fashionable.
The result is a dynamic silhouette with strong road presence. During my time with the car, it attracted constant attention. What impressed me most was the genuine admiration from children – always an honest audience.
The rear design is sharp and dramatic. Angular lines, slim dynamic taillights, a steeply sloped rear window and an interplay of creases create a striking composition. I will not exaggerate, but there is something in its stance that slightly reminds me of a Lamborghini Urus.
At the front, the design is aggressive, almost predatory. The headlights with their distinctive LED daytime running lights dominate the view. Depending on trim, the grille is either body-coloured with vertical elements (as on this GT) or black with chrome accents and horizontal lines – a small change that significantly alters the character.
One of the most impressive details of the Peugeot 408 is its wheels. I rarely comment on alloys, but the optional 20-inch Monolithe wheels are bold and distinctive. Their asymmetric design fits perfectly with the car’s avant-garde styling. With an overall wheel diameter of 720 mm, they also enhance the premium stance.
At 4.69 metres in length, the 408 delivers considerable style without following the predictable SUV formula. I also appreciate that it looks attractive even in base trim. The test car’s colour, Bleu Obsession, is arguably the most eye-catching option and comes at no extra cost.
Interior
Inside, the Peugeot 408 follows the brand’s established high-tech philosophy: expressive lines, varied textures and, of course, the small steering wheel positioned below the instrument cluster.
Interestingly, the dashboard is identical to that of the smaller 308. Yet when sitting inside the 408, it does not feel like a compact family car. The reason lies in the overall sense of quality and technology. The 3D digital instrument cluster projects key information closer to the driver, creating depth and clarity. Customisation options are not vast, but they are sufficient.
The infotainment system features a standard 10-inch display. Below it sit the so-called i-Toggles – six shortcut buttons, five of which can be personalised. I configured quick access to the energy flow display (the engineer in me was curious), seat massage controls and Apple CarPlay. Proper smartphone integration remains one of the most useful features in modern cars.
As you know, I am not a fan of excessive digitalisation or capacitive surfaces. However, the i-Toggles work well. They are large enough to operate even on uneven roads, and their configurability is a clear advantage. Importantly, Peugeot has retained a separate row of physical buttons for climate control, hazard lights and volume – a decision I genuinely appreciate.
In traditional terms, the cabin scores highly. Build quality feels solid, and materials are pleasant to both the eye and touch. My only criticism concerns certain glossy elements that create strong reflections under specific lighting conditions.
Practicality is another strength. Boot capacity stands at 536 litres, or 454 litres in the hybrid with the optional Focal audio system. Interior space is well utilised, with large door pockets and numerous storage compartments. Rear legroom is noticeably better than in the 508 SW, making the 408 arguably the most spacious non-SUV Peugeot. That said, rear passenger space still falls short of what you get in its technical sibling, the Citroën C5 X.
On the road
Here we reach one of the model’s main weaknesses – the limited powertrain choice. The entry-level version features a 1.2-litre three-cylinder petrol engine with 130 hp, paired with an eight-speed automatic gearbox. Acceleration to 100 km/h takes 10.4 seconds – clearly a compromise. The alternative is one of two plug-in hybrids, combining a 1.6-litre four-cylinder petrol engine with an electric motor.
The test car uses the more powerful configuration: 180 hp from the petrol engine plus 110 hp from the electric motor, producing a combined 225 hp and 360 Nm of torque. The lithium-ion battery has a capacity of 12.44 kWh, allowing for an electric-only range of approximately 60 km. Official fuel consumption is quoted at an unrealistic 1.2 l/100 km. Peugeot claims 0–100 km/h in 7.8 seconds, with a top speed of 135 km/h in electric mode and 233 km/h in hybrid mode.
My test began in Sofia and the car defaulted to electric mode, prioritising battery use. In urban driving, this results in near silence and smooth operation. Despite the large 20-inch wheels and wide winter tyres (245/40 R20), road noise at city speeds is low. Acoustic front windows further isolate the cabin.
On a 31 km city route, the petrol engine did not start once, and 14 km of electric range remained. Even with the modest power of the electric motor, traffic lights launches were brisk. In electric mode, I measured 0–60 km/h in 5.13 seconds and 0–100 km/h in 13.35 seconds. In hybrid mode, the figures improved to 3.63 seconds and 7.66 seconds – slightly quicker than the official claim.
After charging overnight from a standard home socket, I headed towards the Rhodope Mountains with three passengers. On the motorway, the 408 feels stable and composed. Overtaking acceleration is adequate, though I expected slightly more urgency from 225 hp. There is a noticeable delay when flooring the accelerator, followed by a somewhat coarse response from the petrol engine. At steady cruising speeds, however, the drivetrain fades into the background and the 408 delivers refined motorway manners typical of a higher-class vehicle.
Ride comfort is good, though if comfort is your absolute priority, the 508 or 5008 may be better choices. And within the wider French portfolio, the Citroën C5 X remains the comfort benchmark.
Fuel consumption on the motorway without remaining battery charge is around 9 l/100 km, which feels high. Over nearly 1,000 km of mixed driving – including some unpaved roads – I averaged 6.5 l/100 km and used approximately two and a half full battery charges.
On winding mountain roads, the 408 proved stable and balanced. Despite its raised ride height, body roll is well controlled and understeer appears progressively and predictably. Nevertheless, this is not a sporty car at heart. Despite its aggressive appearance, it is most comfortable as a refined and composed family vehicle.
Conclusion
The Peugeot 408 might be the rational answer to a midlife crisis. It is not a yellow Porsche, but it draws attention, carries subtle Lamborghini associations and remains a sensible family car. In a market dominated by SUVs, Peugeot offers an alternative – similar practicality in a more distinctive and arguably more elegant package.
The strengths of the 408 are its high-quality interior, strong technological equipment and relaxed road behaviour. Its weaknesses lie in the limited engine range, the absence of a truly powerful version and, not least, its price. At around €55,000 in fully equipped plug-in hybrid GT form, it competes directly with established premium models.
Whether that is justified depends on how much you value design and individuality over brand prestige.
Tsvetan Iliev
