Peugeot e-2008 2024 review

Price is always a tough one for new electric vehicles, and the e2008 is no different. Peugeot’s strategy is to offer its first passenger EV in one top-spec grade with all the bells and whistles at a $59,990, before on-roads, price-tag.

This places it between the enormously popular Tesla Model 3 RWD ($57,400) and MG ZS EV Long Range ($55,990), and the Nissan Leaf e+ ($61,490) or Mini Cooper SE ($65,325). It also shares a price tag with the Cupra Born.

Lots of great and diverse electric options, and this premium small SUV space is set to heat up very soon with the introduction of the keenly priced Volvo EX30 ($59,990) as well as this car’s European arch-rival, the Renault Megane E-Tech ($64,990).

18-inch alloy wheels. (Image: Tom White)

With such hot competition in such a narrow price range, it’s a tough spot this little SUV finds itself in. The single GT spec it’s offered in is quite nice, though, living up to the brand’s self-imposed semi-premium positioning. 

Standard stuff includes sensibly-sized 18-inch alloy wheels, a 10-inch digital instrument cluster with a holographic 3D effect, and a 10-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity via USB, a 180-degree parking camera view, built-in sat-nav and interior ambient lighting with colour selection.

The 10-inch digital instrument cluster with a holographic 3D effect. (Image: Tom White)

There's also LED headlights and fog lights with adaptive high beams, bolstered sports front seats with a mix of Alcantara synthetic suede and synthetic leather, plus electric adjust for the driver, heated seats for the front two positions, dual-zone climate control, a half-length sunroof, keyless entry and push-start ignition, as well as the full suite of available active safety items. More on this later.

There's LED headlights and fog lights with adaptive high beams. (Image: Tom White)

Missing things include wireless phone charging, wireless phone mirroring, a head-up display, and specifically for an EV, V2L (the ability to power external devices via the charging port). Some rivals offer these at the price, but it’s hardly deal-breaking stuff.

Keyless entry and push-start ignition. (Image: Tom White)

It looks and feels great, every bit the semi-premium SUV it should be at this price, but I can’t help but feel it isn’t going to convince anyone who isn’t already a fan of European 'alternative' cars. Perhaps it will lure in some sick of waiting for the Volkswagen ID.3 and ID.4.

Practicality isn’t bad, but this is far from the most spacious or storage-laden car in this class, especially when it comes to electric vehicles.

The unique dash design also makes for an odd seating position. At 182cm tall, the wheel almost sits in my lap, as the floor seems quite high, and I need to set the wheel position low to see the instrument cluster.

I thought this would make it a little uncomfortable given how close the wheel was to my thighs, but I got used to it in about five minutes.

The strongly bolstered seats are very comfortable (a consistent French car trait), and the amount of soft-materials throughout are enough to keep your elbows and arms happy.

I particularly appreciate the shortcut toggles for key climate functions, as well as a physical audio volume dial. They make important features easy to use while you’re driving. (Image: Tom White)

There are large bottle holders in the doors, two more in the centre console, a two-tiered storage shelf with a flip-out tray under the climate buttons, a shallow console box, and a decent glove box on the passenger side.

I particularly appreciate the shortcut toggles for key climate functions, as well as a physical audio volume dial. They make important features easy to use while you’re driving. Many EVs are forgoing such things to go entirely touch.

That said, the software on offer on the 10-inch touchscreen is pretty basic, and a little laggy. At least the instrument cluster is attractive, and offers plenty of customisable views.

The rear seat offers a surprising amount of room given the e-2008’s tight dimensions. (Image: Tom White)

The rear seat offers a surprising amount of room given the e-2008’s tight dimensions. Behind my own driving position I had a small amount of airspace for my knees, and just enough headroom. You wouldn’t want to be much taller than me, though. The quality seat trim continues, as does the soft-touch material in the doors.

The centre position is decidedly less useful, partially because of the limited width of the car, but also because there’s a rise in the centre of the floor, limiting where an adult can put their feet.

There are two nets on the backs of the front seats, hard cladding there, too (good for kids, or so I’m told), and bottle holders in each door.

There are two USB-A outlets on the back of the centre console, but no adjustable air vents for rear passengers.

There are two USB-A outlets on the back of the centre console, but no adjustable air vents for rear passengers. (Image: Tom White)

Unlike some electric cars based on combustion platforms, the e-2008 loses no boot capacity, maintaining the full 434 litres with the second row up.

It also scores a two-position false floor, which is useful because you can keep your charging equipment underneath.

Unlike some electric cars based on combustion platforms, the e-2008 loses no boot capacity, maintaining the full 434 litres with the second row up. (Image: Tom White)

Interestingly, the brand includes a public Type 2 to Type 2 charging cable as standard, instead of the usual 3-pin connector, which is on the options list (at a whopping $1325!).

Something has to give, and sadly, it’s the space-saver spare wheel, which is replaced by a tyre repair kit. Hardly the best for longer trips, but then the 328km range suggests this little SUV is better suited for city dwellers, anyway.

The e-2008 swaps out the usual 1.2-litre turbocharged three-cylinder engine for a front-mounted 100kW/260Nm electric motor. 

While it’s an increase over the petrol version, it’s not particularly impressive in the EV space and feels it.

The e-2008 swaps out the usual 1.2-litre turbocharged three-cylinder engine for a front-mounted 100kW/260Nm electric motor. (Image: Tom White)

Regardless, the e-2008 will sprint from 0-100km/h in 9.0 seconds, slightly faster than its combustion equivalents. The 1548kg tare mass makes the e-2008 a featherweight for an EV.

There’s some pretty good news here. The e-2008 has a relatively small 50kWh battery, which makes its WLTP-rated 328km range quite impressive. Many rivals need to pack 60kWh-plus to achieve such a distance.

Official combined cycle energy consumption is rated at just 14.5kWh/100km which is impressive for the segment, no doubt helped along by limited weight from the battery.

Official combined cycle energy consumption is rated at just 14.5kWh/100km. (Image: Tom White)

During our short test drive we saw more like 16.2kWh/100km, which bodes well given the car was being driven with enthusiasm. Stay tuned for a longer test to see what kind of number you can expect in every-day driving.

Charging specs are also very good. The e-2008 can accept a maximum DC charge rate of 100kW, allowing a fast-charge time from 0-80 per cent in just 30 minutes.

The e-2008 can accept a maximum DC charge rate of 100kW, allowing a fast-charge time from 0-80 per cent in just 30 minutes. (Image: Tom White)

Meanwhile its AC charger accepts a max rate of 11kW, for a charge time in under four hours from 10-80 per cent. Nice.

For those EV nerds among you, the car is built in Spain, but the battery comes from China’s CATL and uses nickel-manganese-cobalt (NMC) chemistry.

Not only does the e-2008 get the full available suite of safety equipment, but it also scores a higher-grade AEB system which is not available on any of the combustion variants in Australia.

This upgraded system includes pedestrian and cyclist detection in low-light conditions.

Other standard items include lane keep assist with lane departure warning, blind-spot monitoring, adaptive cruise control with stop-and-go function (the electric is also the only car to get this), driver attention alert, and traffic sign recognition. 

Thankfully in my brief time testing the car, none of these systems upset the very good drive experience.

The electric version of the 2008 is not covered by the current ANCAP score, however the authority awarded a maximum five-star rating to the combustion versions back in 2019.