2022 Peugeot 3008 GT Sport Plug-in Hybrid review: First drive

7.7/10Score

Things we like

• Looks stylish, feels luxurious
• Proper fast in a straight line
• Decent packaging, good outward vision

Not so much

• Awkward driver ergonomics
• Heavy-footed handling
• Most expensive in class

7.7/10Score

Things we like

• Looks stylish, feels luxurious
• Proper fast in a straight line
• Decent packaging, good outward vision

Not so much

• Awkward driver ergonomics
• Heavy-footed handling
• Most expensive in class

“Just under eighty thousand.”

It’s a statement that conjures an expletive from my passenger after telling him the ‘before on-road costs’ price of the Peugeot 3008 GT Sport Plug-in Hybrid (hereby abbreviated PHEV) we’re in.

Would someone pay that much for a mid-size Peugeot SUV? It’s a question we’re both asking ourselves in silence. And, thanks to a new hybrid system bolted into this SUV’s 308-based architecture, it’s one Australia needs to ask.

Peugeot has introduced the GT Sport PHEV to follow up a range-wide refresh of the second-generation 3008 earlier this year. The update gifted the SUV new front- and rear-end styling, new cabin tech and more safety features.

Fundamentally, the PHEV symbolises the brand’s ambition to electrify its complete model line-up by 2025. It also adds $25,000 to the previous range-topping 3008 GT Sport. At first glance, it seems hybrid smarts are all the PHEV variant has to enhance the SUV that it’s based on.

From the outside, it wears the same standard-fit Black Pack as the GT Sport, fitting a stealthier, darkened look on badging, bumpers, and window surrounds. Even the contrasting Diamond Black roof also scores a panoramic glass opening, and rolling stock is based on the same 19-inch Onyx wheel design.

Even inside, it’s the same gorgeously designed cabin with Lime wood panel inserts and a leather-wrapped Mistral steering wheel with Akinite stitching. Audio, too, is again 10-speaker Focal audio, linked to the central 10-inch infotainment screen. There’s also smartphone mirroring and a 12.3-inch digital driving cluster.

It’s a theme you begin to warm to, literally, given the GT Sport already has gorgeous Nappa leather cross-trimmed seats in the front and rear, with massage and memory functions on the powered driver’s seat to trump heating just for your passenger.

Safety equipment remains high. Active tech includes blind-spot warning, speed sign recognition, lane-keep assist, lane-keep warning, forward collision warning, AEB, high-beam assist, adaptive cruise control and 360-degree vision cameras that pair with parking sensors. The 3008 earned itself a five-star ANCAP rating in 2017.

The PHEV carries over the Peugeot 3008 GT Sport’s packaging and generous boot volume of 591 litres with the rear seat up, 1670 litres when folded. The rear pews offer a 60/40 split via ‘Magic’ pull handles and ISOFIX child anchors on the outboard positions. The only compromise is the usual 18-inch spare tyre can’t fit under the boot’s flat floor and is replaced with a tyre repair kit.

The biggest differences emerge on the road, though. The 3008 PHEV heralds Australia’s first taste of a battery-powered Pug. In Europe, Peugeot’s split the 3008 PHEV range with a front-wheel-drive version. Its powertrain features in the 508 GT Fastback PHEV that debuts alongside the 3008 PHEV. (See our review at the link.)

However, our 3008 GT Sport PHEV is Europe’s range-topper and welcomes an electric motor on the rear axle, enabling all-wheel drive and unlocking higher outputs. The rear motor adds 83kW/166Nm to the equation, spreading outputs over a wider rpm range than the grunty 81kW/320Nm front motor.

The 3008 PHEV also scores a bigger battery and spicier engine tune than the 508 stablemate. The 3008’s lithium-ion pack is rated at 13.2kWh, versus 11.5 for the 508 PHEV. And the 1.6-litre turbo petrol four produces 147kW instead of 133kW. Torque, however, remains set at 300Nm.

An eight-speed automatic transmission handles gear shifts, which Peugeot says also employs a wet multi-plate clutch to manage assistance from the electric motors.

Combined outputs of 222kW/520Nm are claimed to propel the hybrid 3008 to 100km/h from rest in 5.9 seconds.

That figure is impressive, given it’s in the same ballpark as something like Mercedes-AMG GLB 35 (which sprints from 0-100km/h in 5.2 seconds) and comes from an SUV more focused on elegance and economy. Nor is the figure far from the truth.

Stomp the throttle in Sport mode, and even with the battery half-charged, the 3008 PHEV launches with surprising acceleration. We hand-timed the 3008 PHEV reaching 100km/h from rest in the high 5-second range.

As for economy, Peugeot says the 3008 PHEV manages 60 kilometres of all-electric driving on a WLTP test cycle. That’s 16km more than the claimed EV range on a Volvo XC40 PHEV and bests its hybrid 508 stablemate by 5km despite the 3008 weighing 120kg more.

But, again, that range estimate is believable – at least, based on our testing. We drove the 3008 in electric mode until the battery reached half its capacity, covering 31.9km. If the remaining 50 percent charge could achieve the same distance, the 3008 would pip the WLTP test cycle by doing 62.8km in total.

We only warn that you don’t expect Tesla-thumping performance. In the cut and thrust of Melbourne’s congested Western inner suburbs, the 3008 PHEV can feel a bit sluggish underfoot in electric-only mode.

Judging by the interactive graphic on the digital dash, which displays the powertrain’s operation in real-time, the smaller 166Nm rear motor does most of the work during light acceleration and brake regeneration.

Blow past the throttle pedal’s détente, and the 3008 PHEV will switch into hybrid mode for optimal acceleration. Otherwise, the electric powertrain feels considerably slower than when the engine pitches in during Sport mode.

Hybrid mode offers the best balance between responsiveness and efficiency without spoiling the quiet serenity afforded by electric power. The powertrain also works imperceptibly, with only a muffled burble to hint at the engine’s participation.

My main gripe with the hybrid driving experience concerns the brake pedal. Not only is the travel set too long, but it lacks power. And although you can increase the hybrid’s regenerative effect on the fly by pulling down the gear lever to switch from Drive to ‘B’ mode, it’s not strong enough to either slow the car completely or meaningfully charge the battery.

You can juice the 3008 by using the engine’s generator mode or the car’s Type 2 port located on the passenger side at the base of the C-Pillar.

Using the supplied charge cable, the battery can be completely juiced from a 240V wall socket, Peugeot says, in five and half hours.

We reduced that time to four and half hours using a public charging station’s 22kW charger. It’s just a shame European 3008s can lift the charging system’s maximum rate from 3.7kW to 7.4kW for charge-ups in under two hours – Australian versions remain limited to 3.7kW.

We also recorded fuel consumption on the 3008 PHEV to glimpse life without a readily available charge network. Starting with an empty battery, we drove 115km on Melbourne’s busy freeway system with some ventures through the city grid in Hybrid mode.

In the end, the 3008 PHEV returned 7.3L/100km – which equals about 590km petrol-only range from its 43L tank. Factor in the 31.9km loop we drove afterwards in electric mode, and the car’s final consumption figure drops to 5.7L/100km over a near 150km loop.

Restricting our petrol-powered driving to high-speed freeways could help drive that figure down, but overall it’s not bad for an 1840kg mid-sizer.

At high speeds, the 3008’s a comfortable, quiet cruiser. The strut-front suspension comes with a new rear multi-link setup instead of the GT Sport’s twist-beam axle. And while it lacks the 508 PHEV’s adaptive damping, its passive setup offers supple body control over loping undulations. It just wants for more refinement over high-frequency disturbances.

Around town, the 3008 PHEV retains a car-like handling character, with nicely weighted steering that feels direct and accurate. The 10.7m turning circle is carried over, too. When push comes to shove, though, the 3008 PHEV simply can’t hide its extra heft, evidenced by how aggressively it rolls onto its outside Michelin E-Primacy tyres.

On a day-to-day basis, inside is a nice place to be. The front seats remain comfortable for several hours and offer adjustable under-thigh support, while outward vision is particularly good all around, even if the high-set bonnet does obscure what’s immediately in front of you.

The centre stack’s row of fighter-jet buttons makes it tricky to find the cooling and heating menu on the infotainment screen, but along with the gear lever, they up the cabin’s sporty vibe.

Cabin ergonomics are good, with a driver-centric centre stack complementing the raised console and low-set door armrests. But the steering wheel needs to be set low to avoid obscuring the dash and the brake pedal sits way too high relative to the throttle.

Storage is pretty good, as well. The door bins swallow sports drink bottles. Meanwhile, the centre console’s deep cavern makes up for the compromised passenger glovebox.

The cruise control stalk is hidden behind the steering wheel, but the adaptive system works great. It holds your set speed relatively well and maintains distances to cars in front with smooth interventions.

Inside there’s also an abundance of power supplies, with a 12V power outlet in each row and the boot. There are also two USB-A ports in the back row to match the front centre stack’s single USB-A port. Rear passengers score ventilation, too.

Bolstering the 3008 GT Sport PHEV’s overall package is a five-year warranty that matches fixed-price servicing for the same period. The battery also benefits from cover for 8-years and 200,000km.

At $79,990, the 3008 PHEV is a significant step up from the current model range, making it hard to convert showroom buyers to the idea of a hybrid setup. But there’s an incredible amount of versatility on offer here.

For instance, the 3008’s AWD PHEV system delivers enough performance to make you think twice about the Mercedes-AMG GLB 35 – at least on straight-line acceleration – and costs $10K less. And the 3008 delivers on its claimed EV range that’s 25 percent higher than the Volvo XC40 Recharge’s range. I also reckon the 3008 GT Sport PHEV offers a better finished and more luxurious interior.

Peugeot’s 3008 has struggled to gain traction against mainstream rivals for sales under $60K. And even though competition thins out at $80K, the GT Sport PHEV won’t need to worry much if other brands try to emulate its positioning.

2022 Peugeot 3008 GT Sport Plug-in Hybrid Specifications

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