Peugeot 3008 2010 Review

Peugeot 3008

What we liked
>> Solid road feel with confident handling
>> Smooth, economical diesel engine (2.0 HDi)
>> Practical and versatile interior space

Not so much
>> Some option pricing
>> 1.6-litre engines a little lack-lustre
>> Marketed against some strong competition

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 4.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 2.5/5.0

About our ratings

The 3008 (pronounced three-thousand and eight) fits perfectly in that mould, being available with a choice of three engines, automatic and manual transmissions, and two well equipped trim levels with a list price beginning at just $35,990.

PRICE AND EQUIPMENT

Walk up the range and the increase in value becomes even more evident, the range-topping XTE model with its impressively strong 2.0 HDi turbodiesel engine hitting the line-up's ceiling at $42,990. The inclusions within the price spectrum also represent pretty solid value. Starting with the entry-level 3008 XSE, a choice of three engine offerings sees the ticket price rise in small increments through to $39,490 for the higher output 2.0 HDi turbodiesel. A smaller capacity diesel, the 1.6 HDi, is available at $36,790 as is a 1.6-litre turbocharged petrol engine for the aforementioned $35,990.

The XSE model includes 17-inch alloy wheels (with full-size steel spare), horizontally-split tailgate with versatile cargo floor, one-touch folding rear seats and cloth upholstery. Cabin highlights include an adjustable steering column (reach/tilt), power windows, mirrors and remote central locking, dusk-sensing halogen headlamps, auto wipers, dual-zone climate control, cruise control, and a six-CD tuner with remote audio controls.

Topping the range, the 3008 XTE adds 18-inch alloy wheels to the mix (with tyre inflation kit in lieu of a spare wheel), self-dimming rear-view mirror, Head-Up Display with sonar-based distance control warning, Bluetooth and USB connectivity, aircraft inspired 'toggle' switches on the dashboard, chrome trim accents and a panoramic (or Cielo) glass roof. XTE models are further distinguished by satin chrome wing mirror housings, aluminium faux front bash plate and the panoramic glass roof.

Grip Control, Peugeot's new Bosch derived off-road assistance program, is available as a no cost option on both model grades, but is currently not offered with an automatic transmission. The only place where the 3008 does tend to stumble is in some of its option pricing. Metallic paint is priced at $800 for the standard glitter, $1000 for Pearlescent finishes and a cheeky $1300 for Premium colours, which includes white.

Leather upholstery will set you back $2500 (which is almost worth it considering seat heaters are included) while a Video Pack which includes a DVD player, rear screens and wireless headphones will add a further $1200 to the bill.

On XTE models only, front and rear parking sensors come in at $500 and include headlamp washers, Xenon headlamps total $1500 and an electric driver's seat (available only with leather upholstery) is priced at $500. Add white paint to the tally, and a fully-kitted 3008 tops 50-grand, its options accounting for 17.5 per cent of the car's original list price (based on range-topping XTE 2.0 HDi) -- and that's before you add on-road costs. On-road, a fully-optioned 3008 almost nudges the LCT threshold.

MECHANICAL
Three engines, two transmissions and one very clever off-road package
No matter which model grade takes your fancy, the 3008 is available with a choice of economical and environmentally respectful Euro 5 compliant four-cylinder engines to suit a range of needs (1.6 HDi will be Euro 5 compliant from October, currently Euro 4).

Entering on the bottom rung, the 1.6-litre turbocharged petrol unit (referred to as 1.6 Turbo) delivers 115kW/240Nm while returning fuel economy of 7.7L/100km (7.8L/100km on XTE models) on the combined cycle and emissions of 178g/km (182g/km on XTE models). Mated exclusively to a six-speed automatic transmission, the petrol offering is currently not available with Peugeot's Grip Control (which we'll touch on in a moment) and offers adequate performance with 0-100km/h acceleration times of 9.5 seconds.

Next in line, the 1.6-litre turbocharged diesel (or HDi in Peugeot speak) unit offers comparable output figures to its petrol sibling with 80kW/240Nm while achieving markedly better fuel economy at 4.9L/100km (5.1L/100km on XTE models). CO2 emissions are also considerably lower, just 130g/km (135g/km on XTE models) while performance falls to 12.2 seconds for the 0-100km/h saunter. 1.6 HDi is mated to Peugeot's six-speed EGC transmission, which does away with the fuel-sucking torque converter found in traditional automatics in favour of a self-shifting robotic cog swapper and automated clutch. It's a smooth process, albeit slightly unusual, but is no harder to drive than a regular automatic.

The major downfall with respect to both 1.6-litre offerings is the lack-lustre overtaking performance, especially on the petrol model. Open road performance, especially when loaded, is adequate, at best, and when pushed to maintain pace, fuel economy suffers -- neither issue found in the range-topping 2.0 HDi.

The 2.0-litre turbodiesel HDi engine is easily the pick of the litter and is not just strong on performance, with output figures of 120kW/320Nm, but also very frugal in the fuel economy department. Official ADR figures quote a combined fuel economy figure of 6.6L/100km (6.7L/100km for XTE models), our test drive returning 7.5L/100km in spite of excessively demanding conditions. CO2 output is 173g/km (176g/km for XTE models). Acceleration from rest to 100km/h is 10.2 seconds which, on paper at least, isn't as quick as the 1.6 Turbo, but on the open road, the 2.0 HDi truly shines, with impressive in-gear performance and brisk overtaking. The top-shelf diesel is available exclusively with a six-speed automatic transmission.

By now, deduction should tell you that Peugeot's new Grip Control system is available with only one powertrain, the in-between 1.6 HDi and its self-shifting EGC transmission. The system, an extension of Bosch's 8.1 stability and traction control package, offers a five-mode off-road system to provide the capability wanted from a soft-roader without the hassle and expense of a weighty all-wheel drive system. If you want Grip Control with the bigger diesel engine, Peugeot assure us they're "working on it".

The package combines an upgraded traction control system with mud and snow tyres on 16-inch alloy wheels to enhance 3008's all-terrain capabilities with the aim of optimising the grip to both front wheels. Offering Standard, Snow, All-Terrain, Sand and ESP Off modes, Grip Control adapts the amount of torque to the front wheels depending on the requirements of the terrain, and can offset torque by as much as 100 per cent between the front wheels to optimise wheel slip and give the driver the best possible control of the car over difficult terrain (demonstration video here).

Speed sensitive rack and pinion power steering offers all models well weighted feel and feedback, plus excellent manoeuvrability at low speeds. The hydraulic electro-pump unit delivers a turning circle on 1.6-litre models of 10.99m and on 2.0-litre models, 11.76m.

The 3008 rides on MacPherson struts up front and a deformable U-shaped torsion beam at the rear which is assisted by Peugeot-developed Dynamic Roll Control. This unique system removes the 'large and tall' feel usually associated with SUVs by actively assisting the multi-valve hydraulic rear shock absorbers to counter body roll and improve ride and handling characteristics.

Braking too has been specially tailored to the multi-tasking mid-sizer's requirements with generously dimensioned ventilated front discs (measuring 283 x 26mm on 1.6 HDi models and 302 x 26mm on 1.6 Turbo and 2.0 HDi models) grabbed by 57mm pistoned callipers. At the rear, all models are fitted with 268 x 12mm disc brakes and an electronically operated parking brake.

Dimensionally, the 3008 is slightly larger than its hatch counterpart, the 308, but smaller than the 308 Touring (wagon). Measuring in at 4365mm (L) x 2113mm (W) x 1639mm (H), the 3008 rides on a 2613mm wheelbase and weighs in at 1555kg for the 1.6 Turbo, 1500kg for the 1.6 HDi and 1614kg for the 2.0HDi. Braked towing capacity of 1500kg is available across the model range.

PACKAGING

Quirkiness is now a thing of the past in French makes and the 3008 presents an array of quality switchgear and instrumentation that is both user-friendly in its functionality and impressively well presented -- especially the optional aircraft-influenced toggle switches. Concise instrumentation is easy to read at a glance, though the odd-numbered speedometer may prove a hassle for those in XSE models not offered with digital Head-Up Display (HUD).

Rear seat passengers are afforded liberal leg and head room with both outboard seats offering sufficient space for adults and lanky teenagers. The centre seat, though slightly narrow, will suffice for adults on the occasional trip or to accommodate under-12s. All three seating positions offer child-seat anchor points.

HVAC and infotainment controls, found in the centre stack are all quite straight forward in function though the dual-zone climate control is a little slow to react, often overcompensating briefly before making fine adjustments to temperature. The six-CD tuner provides very good clarity of tone with enough volume to bring a smile to the dial of younger bass-happy buyers.

The wide, raised centre console houses a large, 35-litre chilled bin that could carry a packed lunch, while plenty of cup-holders, both front and rear, ensure enough capacity to ward off even the most desperate dehydration. Up the back, a versatile three-position cargo shelf allows up to 512-litres capacity with the rear seats in place or 1604-litres all told. The rear seats can be flipped flat from the rear of the cargo bay to eliminate the need for opening the rear doors in narrow car parks and also offer 60:40 split fold flexibility. For security, a retractable (and removable) cargo blind is included as standard.

The cargo compartment is accessed via a horizontally-split tailgate that Peugeot say can support up to 200kg on its lower tier. A cargo net for securing loose items is also fitted standard, as is a removable, rechargeable torch that doubles as the boot lamp. The spare wheel (on models fitted with 16- and 17-inch alloys) is found beneath the cargo floor. Vehicles optioned with 18-inch alloy wheels receive a tyre inflation kit in place of a spare wheel, due to space restrictions in the spare wheel compartment.

Adding even more scope to the 3008 package, an EHDi stop/start model will be offered shortly, followed by a HYbrid4 electric/diesel hybrid with all-wheel drive in early 2012.

SAFETY

All seating positions offer head restraints and three-point inertia reel seatbelts with pretensioning and force-limiting functionality. All passengers are also protected by airbags with front, side and full-length curtain airbags fitted as standard to both the XSE and XTE models. For the kids, electric rear door safety locks and anchor points in all three rear seating positions are also included as standard.

In addition to (optional) Grip Control, all Peugeot 3008 models include as standard Electronic Stability Control (ESC) and Traction Control (TCS), Hill Start Assist (HSA), plus Anti-lock Brakes (ABS) with Electronic Brake-force Distribution (EBD) and Emergency Brake Assist (EBA). Additionally, Dynamic Roll Control (DRC) is offered as standard on 1.6 Turbo and 2.0 HDi models.

COMPETITORS
Two-wheel drive Pug ready and raring to tackle off-road rivals
While the 'Claytons' all-wheel-drive system (the all-wheel drive you have when you're not having a all-wheel drive) may feel like a stretch for some, it does work. So confident is Peugeot in the 3008's ability off the beaten track that it says rivals such as Tiguan, Koleos, CR-V and Forester might just be in for a bit of a surprise when next year's sales figures are tallied up.

Priced deliberately to purloin sales from popular Euro and Japanese competitors, the 3008 offers better value-for-money in standard guise than most players. The 3008 is, generally speaking, better finished than the rival offerings (even if the styling isn't for everyone) and has a uniqueness that may just work in its favour, both aesthetically and mechanically.

With our four rivals (mentioned a moment ago) priced between $30,990 and $34,990 in standard guise, the stretch to $35,990 might seem like one giant leap for van-kind, but with such a substantial level of standard amenity, class-leading versatility and impressive fuel economy returns no matter which engine you go for, the 3008 looks like a worthy proposition, certainly fit for inclusion on the test drive list (it's also worth considering that 3008 XTE undercuts the four rivals top-shelfers by as much as $5000).

ON THE ROAD
A sharp, settled SUV? Surely not!
Departing Albury airport for the sub-zero chill of Dinner Plain, our drive route took in the twisting, narrow roads of the hills surrounding Beechworth before climbing the Great Alpine Road tourist track that, in summer, extends across the ski fields through to Bairnsdale in East Gippsland.

On the B roads heading through the foothills of Bright and Harrietville, the 3008 felt stable and sure-footed through fast flowing corners presenting minimal body roll and, try as we might, no front-end push (understeer) whatsoever. The confident cornering continued to shine as we pushed up the steep inclines of Mt. Hotham, our cloud-covered trip reducing visibility to a few short cars' lengths.

In June, this is four-wheel drive only territory and most two-wheel drive vehicles require the fitment of snow chains just to make it to the top of the mountain. The 3008 however required no such attention. Although the roads were not snowed in, conditions were rather icy, and with a lot of slosh underfoot, grip was well maintained, especially across our muddy demonstration track used to highlight the performance of the Pug's new Grip Control feature.

Following our bread crumbs, we returned down the mountain via the same route the next day with early morning visibility even more miserable than the day prior. Superb steering feel allowed precise cornering through our precipitous and foggy run, the front wheels not upset in the least by saturated white lines and the occasional snow drift. Braking too proved strong in the 2.0 HDi (with its larger brakes), no fade noticed despite a relatively rapid descent to flatter terrain.

Once on the open road with the climate control and seat heaters comfortably conquering the single-figure temperatures outside, we set the cruise control for a chance to ease our fuel consumption, which by the time we were back in Albury totalled 7.5L/100km. Dawdling through the city centre, the Peugeot 2.0 HDi was impressively quiet inside the cabin with just a hint of diesel chatter evident at the traffic lights. Manoeuvring through the city streets -- as we overcome our geographical embarrassment en route back to the airport -- was a pleasure, the 3008's linear steering feel and progressive brakes making 'city' traffic a more bearable and relaxing experience.

3008 isn't for everyone, and even more will find the pseudo all-wheel drive philosophy a little hard to get their head around. But if you stop and think about your next SUV purchase and just how often you'll really use a drivetrain that the remainder of the time does little but chew fuel, then the versatility, comfort and all-round ease-of-use Peugeot's new 3008 has to offer could silence even the harshest of critics.

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