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2025 Peugeot 3008 Hybrid review

Things are changing at Peugeot Australia and the first in a fresh suite of new models from the French brand is the third-generation Peugeot 3008 mid-sized SUV.

Bringing an all-new, almost coupe-like SUV design, plus a new-generation i-Cockpit curved infotainment array and more advanced STLA Medium underpinnings, this car was originally meant to launch in Australia with an electric powertrain as the E-3008, however, this is now expected to arrive later in 2025.

Peugeot Australia unveiled a pivot in strategy last year that included phasing out plug-in hybrids (PHEVs) and delaying electric vehicle (EV) launches, meaning the 3008 is now the first vehicle to feature the brand’s new 48V mild-hybrid (MHEV) engine.

Gone are the pure petrol and plug-in hybrid (PHEV) options of the previous-generation model, which will be replaced from launch by only the [website] turbocharged three-cylinder petrol MHEV powertrain, producing 100kW os power and 230Nm of torque.

This engine was revealed in 2022 and has been offered in other markets since 2023, in the previous-generation 3008 and 5008 SUVs, among others.

While the 3008 is the first vehicle to gain the new MHEV powertrain in Australia, it won’t be alone for long. It’s also set to feature in the 308 hatchback, 408 liftback, 2008 small SUV, and the new-generation 5008 large SUV.

Given this mid-sized SUV now has a new design, fresher tech, as well as a new 48V mild-hybrid engine, should it be near the top of your shopping list? Read along to find out.

It’s not cheap, but compared to the previous-generation non-electrified 3008, the asking price has only risen incrementally.

Our top-spec 3008 GT Premium Hybrid as tested, however, is priced from over $70,000 drive-away in Victoria. That’s not quite as expensive as the $80k-plus previous-gen 3008 PHEV, but still… Yeesh.

Obviously, this mid-sized SUV is far pricier than mainstream rivals like the top-selling Toyota RAV4 and even the European-flavoured Volkswagen Tiguan at base level, but it’s still much cheaper than more premium, swoopy options like the Audi Q5 Sportback and BMW X4, and it’s surprisingly affordable compared to smaller SUVs like the Audi Q3 and especially the BMW X2 – plus you don’t need to tick multiple option packs to get all the attributes.

Model Price before on-road costs 2025 Peugeot 3008 Allure Hybrid $52,990 2025 Peugeot 3008 GT Premium Hybrid $64,990.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

What is the Peugeot 3008 like on the inside?

Put bluntly, this cabin is a beauty to behold, especially at night time.

Walking up to the car, there’s no need to fish your key out of your pocket, or even press a button on the door handle. It has proximity unlocking, and also proximity locking which unlocks or locks the car as you walk up or away.

This is a handy feature, though the car plays an annoying chime when it locks. It’s loud enough that people sometimes crane their neck to see where the sound is coming from. I’d prefer a quieter noise or no noise at all, but I guess you can’t have everything.

Like many higher-riding crossovers, the 3008 is an easy car to get into. You step across into the cabin, rather than hopping up or bobbing down. It makes sense why people with limited mobility like these kinds of cars.

Once you’re in, there are beautiful Nappa leather-trimmed seats that are among my favourites to date in a mainstream car, mostly because the front seats offer so much adjustment and aspects.

They both have 10 ways of electric adjustment, plus generous electric lumbar support, an extendable seat cushion, and electrically adjustable side bolstering. This means the seats can fit people of many different sizes and statures.

While there’s plenty of space for drivers with longer legs to stretch out, the front passenger area is more confined.

Other capabilities the front seats offer include heating and ventilation, the latter of which was really helpful in the sweltering Melbourne heat. There’s also a massage function that came in handy after my back started to get sore.

It’s cool to have these seat-related functions, but it’s frustrating that you need to use the touchscreen to turn them on and off. I’m all for a minimal cabin design, but you can’t beat functional physical buttons and switches.

Ahead of the driver is a classic Peugeot feature: a small, dinner plate-sized steering wheel. It’s so cute and I love how it chunky it feels in the hand. The leather wrapping also feels buttery soft.

Another thing about the steering wheel I like is there’s plenty of tilt and reach adjustment, meaning many people with any length arms or legs will be able to find a perfect position. In fact, this is one of the first Peugeots I’ve driven where I can position the steering wheel in a way where I can actually see this instrument cluster.

Behind the steering wheel is the centrepiece of the cabin. There’s a floating 21-inch curved display that houses the digital instrument cluster and touchscreen infotainment system.

It’s mounted on top of the dashboard in a way that doesn’t take your eyes too far from the road. The way it also wraps around the cabin promotes a cockpit-type feel, which is definitely what Peugeot is going for with its ‘i-Cockpit’ layout.

Both the screens are high-resolution and appear to have enough processing power, which means new pages load quickly. But when the car first boots up, it can occasionally lag for a second at start-up, especially when it’s hot.

The digital instrument cluster in particular has so much configurability. There are multiple different pages you can cycle through and customise to your heart’s content with multiple widgets. I personally liked to have the hybrid system readout and trip meter on display.

You can even display mapping on the digital instrument cluster, like a number of tech benchmarks. With Apple CarPlay connected Apple Maps displays on the screen, and with Android Auto connected Google Maps are displayed.

Unlike many cars with curved displays, there’s no physical join, seam or bezel between the two different displays. Instead, they blend into each other seamlessly. It’s worth noting, however, that the digital instrument cluster doesn’t have touchscreen functionality.

The touchscreen infotainment system does have a lot going on with different menus, home pages and the like, but it’s never too hard to navigate. This is largely thanks to the small touchscreen under the curved display, which can be configured with a range of shortcut buttons.

Disappointingly, the climate controls are integrated into the touchscreen, which is frustrating if you’re on the move and want to change the fan speed or temperature. Thankfully for many, it’ll likely be a set-and-forget thing when you first hop in.

Sure there are some physical shortcut buttons on the centre stack, but I often forgot they were there. The one that got the most use was the rear defogger because there’s no rear wiper to clear water.

In terms of smartphone mirroring, there’s both wired and wireless forms of Apple CarPlay and Android Auto. With my iPhone 15 Pro Max connected wirelessly I didn’t experience any dropouts, which is surprising given there are many known interference points during my typical trip into the office.

There’s also a wireless phone charger at the base on the centre stack, but it barely charged my phone. It’s also strangely askew to the rest of the cabin. I appreciate the different angles as it creates an interesting design, but it’s a hassle to place your phone in nicely.

I know I’ve already mentioned it, but this cabin is so beautiful and visually appealing. It’s unlike any other mainstream mid-sized SUV on the market at this price point. The configurable interior ambient lighting in particular looks phenomenal on the textured segments of the dashboard at night.

Then there’s also the textile dashboard and centre console inserts. They’ll likely polarise prospective buyers, but they do break up the monotony of varied plastics and metals.

It’s surprising how many soft-touch finishes there are up front. The armrests in particular are some of the softest and plushest I’ve ever experienced.

Something I don’t love about the cabin, however, is the liberal use of piano black surfaces across the dashboard and centre console. It looks cool for a brief second when the car is brand-new, but it gets dusty quickly, grimy from fingerprints, and then scratches easily when wiped clean.

Despite looking cool, the 3008’s interior design isn’t always entirely functional. Take the gear selector for example. It’s mounted on the dashboard next to the steering wheel, which makes sense from a ergonomic standpoint, but the electric park brake is far away on the centre console. It would make more sense to group these together given how often they’re used.

Up front there’s a surprising amount of storage space. These include good-sized cupholders with teeth to secure drinks, a storage cubby with a lid that houses two USB-C ports and a 12V socket, and a big centre console box with ventilation. The only letdown is the tiny glovebox, which is likely a tradeoff in right-hand drive versions of this model.

Moving to the second row, it isn’t the largest space in its segment. There’s no noticeable step down in quality, but for a mid-sized SUV it’s on the smaller side. This is something to keep in mind if you frequently have more than two people in the car.

At a leggy 182cm, I had to splay my legs on either side of the seat in front, which isn’t a common occurrence in mid-sized SUVs. Headroom, however, is surprisingly good given the sleek 3008’s swoopy coupe-like roof profile.

In the second row there’s enough space for two people, though pushing it to three would likely make things too squishy.

In terms of second-row amenities, there are heated outboard seats, air vents on the back of the centre console, two USB-C ports, a fold-down armrest with cupholders and a phone slot, as well as other small storage nooks.

Around the back there’s a power tailgate that opens quickly and quietly. There’s even a hands-free function via which you can kick your leg under the bumper to open the tailgate. This is handy if you’ve got your hands full with groceries, prams or small children.

Once the boot is open there’s a decent amount of space given the plunging rear roofline. Peugeot states there’s 520 litres of cargo space with the rear seats upright, expanding to 1480 litres with them folded.

There’s a dual-tier boot floor which allows you to either maximise storage space or raise the boot floor so it’s level with the rear seats when they’re folded.

Speaking of folding the rear seats, this can be done in a 40:20:40 configuration, meaning the middle seat can fold down independently. This is handy if you’ve got four passengers and still need to carry a long item in the boot.

Boot-related amenities are slim, but there’s a light and a range of different hooks. There’s also a 12V socket in the boot.

Disappointingly, there’s no spare wheel under the boot floor, which isn’t surprising given the 48V battery pack is located under the boot floor – where a spare tyre would usually go. Instead, there’s a tyre repair kit, which is nowhere near as handy if you frequently travel in rural areas away from tyre repair shops.

Dimensions Peugeot 3008 Hybrid Length 4542mm Width 1934mm Height 1665mm Wheelbase 2730mm Cargo capacity 520L (5 seats).

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

While Peugeot indicates this car has a hybrid powertrain, in reality it’s a 48V mild-hybrid. This new [website] three-cylinder MHEV drivetrain will soon power the power the majority of the Peugeot range in Australia.

Specifications Peugeot 3008 GT Premium Hybrid Engine [website] 3cyl turbo-petrol 48V MHEV Electric motor power [website] Electric motor torque 51Nm Total system power 100kW @ 5500rpm Total system torque 230Nm @ 1750rpm Battery [website] li-ion Transmission 6-speed DCT Drive type FWD Weight (tare) 1540kg Fuel economy (claimed) [website] Fuel economy (as tested) [website] (450km) Fuel tank capacity 55L Fuel requirement 95-octane premium unleaded petrol CO2 emissions 111g/km Braked tow capacity 1200kg.

While our observed fuel consumption figure was higher than the claim, this included some highway driving, and also driving on really hot days when the engine refused to switch off as often, if at all.

The best fuel consumption figure we saw during our week of testing was [website], which was during a regular morning commute into the office from my home. So depending on how and where you drive, you could see closer to the claim without hypermiling.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

Pressing the start button ignites the small-capacity turbo triple only for a brief moment. It has a thrummy, off-beat sound that’s cute, different from most of its four-cylinder rivals and a little addictive.

After running for long enough to top up the tiny battery pack, the engine then switches off and will stay off unless you call upon extra power, or the climate control has to work harder.

This car will happily drive around on EV power, and even accelerate with light throttle applications. It’s also possible to drive this car in built-up areas and not have the engine fire at all, especially if the roads are flat.

This powertrain is the most electric-heavy 48V mild-hybrid I’ve ever driven. It’s even more so than the Mazda CX-60, which turns its engine off frequently, even if that’s sometimes to its own detriment.

In fact, during my typical everyday commuting to and from the office, which is about a 20km journey, more than 10km was often covered using EV power alone, ’s instrument panel. This means that for over 50 per cent of my inner-city journeys I wasn’t using any fuel whatsoever.

The [website] electric motor is integrated into the six-speed dual-clutch transmission, which means that even in EV mode you can feel the car changing through the gears. It’s a little unsettling at first, but after a while you get used to the sensation.

Unlike other dual-clutch autos, this one isn’t the snappiest out there. Gear shifts can sometimes be leisurely, especially between first and second gear, and the drop in momentum can often be enough for the engine to kick in to continue acceleration.

Speaking of acceleration, what this mild-hybrid powertrain is capable of is nothing more than decent. The petrol engine will typically fire up straight away if you accelerate harder from a standstill, or on a hill, when the electric motor helps reduce the load on the engine.

This car can keep up with the traffic away from the lights, but it struggles to get ahead without revving out the poor little three-cylinder. It makes some fruity noises, but you can tell it prefers to be driven with more docile throttle inputs.

There are ‘Eco’, ‘Normal’ and ‘Sport’ drive modes, and they do as they suggest: either dull or heighten the throttle response. For the majority of my testing I stuck with Normal as it felt the most natural.

Adding to the overly electric nature of this car, slowing down is almost EV-like because the regenerative braking is strong. In fact, it’s almost one-pedal driving-like.

The car is capable of slowing down itself to around 20km/h when you let off the throttle completely but after that, to come to a complete stop, you need to press the brake pedal. This can create a disjointed feeling because the transition from regen braking to physical friction braking isn’t always seamless.

Adding to this, the petrol engine typically switches off when slowing down and you can hear the electric motor flicking back through gears. It’s a cool sound that lets you know the car is recuperating energy when you slow down.

Despite being able to hear some electric motor whine on the odd occasion, the 3008’s cabin is immensely quiet and insulated. The acoustic and laminated windscreen and front windows do a really good job at suppressing outside noises.

The suspension also does a fantastic job of soaking up and rounding off virtually all urban road imperfections. This makes the ride supple and comfortable for all passengers.

Despite being lounge-like, this car still feels light and nimble on city streets. It’s surprisingly chuckable. A major factor in this is likely the dinner plate-sized steering wheel, in addition to the light yet direct steering feel.

On the parking front there are front and rear parking sensors, which is typical. There’s also a proper 360-degree surround-view camera, which is refreshing to see as Peugeots typically have camera systems that stitch the rear camera together when you reverse.

Getting out on the open road, you can tell this mild-hybrid powertrain is more at home in the city, but it’s still capable of highway and freeway driving at 100-110km/h without much fuss at all.

Above 60km/h the engine stays on pretty much constantly, unless you’re coasting downhill, because the electric motor isn’t powerful enough to continue the momentum.

Thankfully the electric motor is still active and helps with acceleration so the three-cylinder engine doesn’t struggle so much. You do eventually run out of puff, but at that point you’re close to the posted speed limit anyway so it’s not a big issue.

At higher speeds the regenerative braking helps you maintain speed on downhill sections so you don’t need to use the brakes so often. This is handy because you recuperate energy to then use it again when powering up hills.

Although the car felt quiet around town at low speeds, it goes to another level on the highway. I haven’t driven a mainstream car that’s this quiet in a long time. There’s barely any road or tyre noise, which is rare in European cars with low-profile tyres.

The steering thankfully firms up at higher speeds, which makes the car feel more substantial, but it still feels dynamic in the bends. It pairs well with the compliant suspension, which makes the car feel tied down and limits the body roll that’s inevitable in higher-riding crossover wagons.

It seems the French still know how to make a car feel both nimble and smaller than it is in the city, yet planted and dynamic out on the open road.

On the safety front, the adaptive cruise control is great. It keeps an adequate distance between the car ahead and doesn’t freak out when a car cuts in front of you. The lane-keep assist system also does what it should and isn’t overly intrusive.

This top-spec vehicle also gains a lane centring function which pairs with the adaptive cruise control. It takes more direct control of the steering inputs, but never too much, which is handy on long-distance freeway journeys.

Lastly, this car has bright LED headlights which perform a fun animation upon unlocking and locking. There’s also an adaptive high-beam function that dips certain parts of the high-beam when it detects lights up ahead.

This is handy if you’re travelling in low-light areas and want to keep your high-beams on as much as possible.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

Peugeot has stated there are three trim levels of the 3008 Hybrid coming, though for now only the entry-level Allure and top-spec GT Premium are available. The mid-spec GT is still “coming soon”.

21-inch curved display Digital instrument cluster Touchscreen infotainment system.

Leather and fabric combination upholstery.

Full grain leather-wrapped steering wheel.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

The new-generation Peugeot 3008 hasn’t been crash tested by ANCAP or Euro NCAP yet.

Autonomous Emergency Braking (AEB) Low-light pedestrian, cyclist detection.

Adaptive cruise control with stop and go.

Lane departure warning incl. unmarked road edge detection.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

How much does the Peugeot 3008 cost to run?

Peugeot Australia backs its cars with a five-year, unlimited-kilometre warranty.

Servicing and Warranty Peugeot 3008 Hybrid Warranty 5 years, unlimited kilometres Roadside assistance 5 years Service intervals 12 months or 25,000 kilometres Capped-price servicing Up to 5 years Total capped-price service cost $1890 – 5-year Service Plan.

To see how the Peugeot 3008 lines up against the competition, check out our comparison tool.

Peugeot vehicles have been left-of-centre for years now, and this trend continues with the quirky yet visually stunning 3008 mid-sized SUV.

It likely won’t tickle everyone’s fancy, but I’m a huge fan of this car’s angular exterior design, especially at night time when you can experience the unique lighting signatures.

The interior also attributes so many different textures and angles. Plus the technology looks and feels high-end, even if some elements aren’t overly ergonomic.

I look forward to this new 48V mild-hybrid engine proliferating throughout the Peugeot range because in this car it’s fantastic and has plenty of character. In daily use, it’s one of the most electric-heavy mild-hybrid powertrains I’ve driven and it’s very fuel-efficient as a result.

In fact, in some instances this car was more fuel-efficient than the Toyota RAV4 Hybrid, which says a lot about how advanced this car’s powertrain technology is.

But it’ll be interesting to see how punchy this engine is in larger cars, because even in this mid-sized SUV acceleration can sometimes feel adequate at best.

One of the largest catches, however, is the price. Sure, it’s technically only a little more expensive than the previous-generation non-mild-hybrid model it replaces, but this SUV is still considerably more expensive than mainstream rivals like the RAV4 and Volkswagen Tiguan, especially in top-spec guise as tested here.

But it’s still cheaper than premium-brand rivals like the Q5 Sportback and BMW X4, and also more affordable than smaller luxury SUV ‘coupes’ like the Q2 and X2.

Ultimately, it all depends how you look at this car. From a mainstream vehicle point of view, it’s insanely plush yet expensive, but from a premium vehicle perspective it’s very competitively priced and comes packed full of standard equipment.

Value for money aside, I didn’t want to give this car back after our week of testing. It is that good.

Interested in buying a Peugeot 3008? Get in touch with one of CarExpert’s trusted dealers here.

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Is Hyundai Teasing a Production N Vision 74 Supercar?

The N Vision 74, Hyundai's on-again, off-again supercar, might very well be the red car intentionally blurred out in this video. Posing alongside the spectacular concept, the low-slung coupe is likely being teased in a trailer for the new The Great Heritage-CAR video, which is coming out today on WAVVE, a streaming service from South Korea. The documentary goes behind the scenes of Hyundai's meteoric rise and seemingly points out a few future products.

The blink-and-you'll-miss-it N Vision 74 duo appears at the 1:05 mark. We can't say with certainty that Hyundai is hiding the road-going model, but that's the only logical explanation we can think of. After all, the cars are shown together and move simultaneously. Moreover, the blurred vehicle appears to have a similar silhouette. It wouldn't make sense for Hyundai to be hiding a different car, and since the concept is already nearly three years old, its companion is probably the production version.

Hyundai confirmed plans to sell the N Vision 74 last August, following contradicting reports about whether the car would receive the green light. It's one of the "high-performance EVs" currently in the pipeline, with an Ioniq 6 N coming soon. While the electric hot sedan will only have batteries, the coupe concept combines a [website] T-shaped pack with two hydrogen tanks holding [website] kilograms ([website] pounds). Technically, that makes it a hybrid, even if it doesn't have a combustion engine.

Hyundai insists there's a future for hydrogen by showing the Initium concept as a preview for the Nexo replacement. The N Vision 74 had a pair of electric motors mounted at the back, producing more than 671 horsepower and over 664 pound-feet of torque. In conceptual form, the radical sports car delivered a driving range of over 373 miles.

Hyundai gave it an 800-volt architecture, enabling an 18-minute battery recharge from 10 to 80 percent. Refueling the hydrogen tanks took just five minutes. The front-mounted fuel cell stack pumped out 95 kilowatts to help power the motors or recharge the battery. As for performance, it was certainly no slouch. Hyundai quoted a 0 to 60 mph in less than four seconds and a top speed of over 155 mph.

The concept was a modernized interpretation of Giorgetto Giugiaro’s 1974 Hyundai Pony Coupe concept. If you're wondering about the size, it was pretty big: [website] inches long, [website] inches wide, and [website] inches tall, with a generous wheelbase measuring [website] inches.

It's still unclear when the N Vision 74 with a license plate will break cover, but this teaser indicates the wedge-shaped machine is indeed coming. When the production version was confirmed, Hyundai stated it would be one of the 21 electric models planned to be released by 2030. Hopefully, we won't have to wait until the decade ends to see what is arguably the most interesting Hyundai ever.

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Genesis GV90 Stuck in Ditch Rescued by a Volvo Loader

If the Hyundai Ioniq 9 is not fancy enough for you, Genesis is preparing a luxed-up version, which is expected to be called the GV90. The Neolun concept, unveiled nearly a year ago, gave us an accurate preview of what's to come regarding a high-end, three-row electric SUV. Meanwhile, prototypes are being tested to iron out any potential kinks before the production version arrives. During a recent session, things didn't go well.

One of the camouflaged prototypes testing in Lapland got stuck in a snowy ditch and needed assistance to get out. A spy video shot by professional car paparazzi CarSpyMedia displays the incident's aftermath. A Volvo L60E loader with its mighty [website] inline-six diesel engine arrives at the scene of the minor accident to save the day by towing away the immobilized SUV. The GV90 likely escaped unscathed, but the same can't be showcased for the driver's ego.

The video is a good opportunity to see the Genesis GV90 carrying the production body, albeit still heavily camouflaged. Despite the disguise, we can't help but notice that Hyundai's luxury brand has seemingly decided against putting the concept's suicide doors into production, considering the prototype appears to have regular B-pillars. When the concept debuted in March 2024, head of design SangYup Lee told Motor1 that Genesis wasn't ruling out retaining the Neolun's setup. However, it looks like the suicide doors and pilarless center sadly didn't make the cut.

The road-going model appears to have thicker lights front and rear, new turbine-style wheels, and chunky side mirrors instead of the concept's skinny cameras. The door handles may give the impression they're sticking out from the body, but that's likely the extra camouflage playing tricks on us. Like the GV60, its bigger brother will likely have flush door handles. Elsewhere, the prototype gives the impression that it hasn't changed much – it's big and boxy while looking substantially different from its Kia EV9 and Hyundai Ioniq 9 cousins.

Rear-wheel steering appears on the menu, but the GV90 isn't the first Genesis to offer this feature; the G80 and G90 also have it. When a vehicle is this large, reducing its turning circle becomes necessary. Genesis never stated how big the stately EV would be, but an Ioniq 9 is [website] inches (5060 millimeters) long and has a massive wheelbase stretching [website] inches (3130 millimeters). The Kia EV9 is nearly as large.

While the Ioniq 9 and EV9 base versions have a single-motor, rear-wheel-drive setup, the GV90 might get standard dual-motor, all-wheel drive. Remember that the EV9 GT packs a mighty 501 horsepower, while the Ioniq 9 Dual Motor Performance is rated at 430 hp. There's room for more since the updated EV6 GT has 641 hp to match the Ioniq 5 N.

However, the GV90 might be more than an EV9/Ioniq 9 in a tuxedo since it could ride on the new eM platform. Hyundai introduced the architecture back in 2022, saying the first cars would get the dedicated EV hardware in 2025. The South Korean brand touted a 50% boost in driving range on a single charge compared to existing electric models on the E-GMP platform.

The Genesis GV90 should break cover later this year, although sales in the United States might not start until 2026.

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