Peugeot 2008 review

In the UK, most 2008s will be powered by a PureTech 1.2-litre turbocharged three-cylinder petrol engine that comes in 99bhp (six-speed manual only), 128bhp (manual or eight-speed automatic) and, on the top flight GT Premium, 153bhp (auto only) flavours. The 134bhp electric version will make up a double-digit percentage of sales, considerably more than the 108bhp manual-only 1.5-lire BlueHDi diesel, which thanks to the fallout from Volkswagen’s diesel cheating will likely make up just one 2008 in every 20. You can try to make a good case for a clean modern diesel, but as former Peugeot CEO Jean-Philippe Imparato once told us, “nobody’s listening”.

Prices for combusted 2008s start at just over £21,000 and rise to £31,000, with electric variants weighing in at up to £38,000, though lower servicing and refuelling costs on the BEV are meant to keep overall ownership costs equivalent to a 129bhp petrol.

The 129bhp model we tried was in GT Line trim, near the top of the 2008 ladder and quite classy inside, with some faux-leather and funky contrast stitching, with silvered plastics used sparingly enough that you can almost be convinced they’re actual chrome. 

Passenger space is reasonable if not quite outstanding. You should be able to fit four adults in the 2008 without trying too hard, and I doubt those sat in the back would feel as though they’d drawn any short straws - provided you keep the journeys short. There’s a 360-litre cargo bay that Peugeot says is a very strong loadspace for the class, although clearly it overlooked the Ford Puma, which packs in 456-litres even if you ignore its surprising useful 80-litre Megabox secreted under the boot floor.

At this trim grade, the 2008 gets a large central touchscreen that’s nice to look at but sometimes fiddly and laggy to use - the climate control functions, at least, ought to be separated from it and replaced with more conventional buttons. And there’s a new, fancier 3D take on Peugeot’s i-Cockpit instrument cluster, which as usual features a small steering wheel that’ll probably obscure some of the display, unless you set it very low and giving yourself a low-slung, go-karty driving position.

The instrument pack now has several distinct layers, with a speedo, for example, reflected onto a screen from beneath - a bit like on a head-up display, just in the usual instrument position. The idea is that, thanks to a projector and various mirrors, the instruments are actually further away from your eyes than regular dials, reducing the time you need to refocus from the road. Can’t say we noticed a difference, but it the customisable display is particularly attractive.

The mechanical layout is straightforward. CMP is a steel monocoque with MacPherson struts at the front and a torsion beam at the rear. Combustion engines sit transversely in the front and drive the front wheels (ditto the electric motor on the BEV), and despite being a crossover, there’s no 4WD option. Such is the way of small crossovers/SUVs that you don’t even ask about four-wheel drive these days. That said, the 2008 is available with the firm’s novel Grip Control driver mode system that works in combination with all-season mud and snow tyres to give surprising off-road capability. 

We spent most time in the GT powered by the 129bhp petrol with a six-speed manual (127g/km, 45.2-52.6mpg, 29% benefit-in-kind tax and £26,515), but also a little in the higher-powered 153bhp auto (140g/km, 41.7-46.6mpg, 32% BiK and only available in ‘GT Premium’ trim only, at £30,665). In either output, the 1.2-litre engine is a quiet thing, only making a muted thrum when you work it hard. Some of the TFT instrument cluster’s display options don’t include a rev counter but you hardly miss it, even with a manual, because the torque is broadly spread. Both transmissions are easygoing, the manual much more so than Peugeot's usual. Maybe that’s a result of experience gained from the relationship with Vauxhall/Opel, which traditionally delivers a better shift action to their cars and so have become the group’s manual-shift expert advisors. Now there’s only a little notch as the lever moves into each gear, and an easy action as it slots home. The eight-speed auto, meanwhile, is smooth and fuss-free.

The rest of the driving experience is mostly as straightforward. The steering’s light, but increasing cornering force and speed adds nicely natural weighting. And the ride quality, on 17in wheels (215/60 R17 Michelin Primacy tyres), is pliant enough. On the motorway, there’s more than enough pliancy for comfortable progress to be made, and you’re reasonably well insulated against tyre roar and wind noise. In any case, for rolling refinement the 2008 is leagues ahead of its DS 3 Crossback platform-mate, which seems intent on banging and slapping its way across every surface imperfection its baggy-feeling chassis seems to encounter.