Stellantis has adopted a multi-energy approach with its latest platforms, such as the STLA Medium, which underpins the Peugeot e-3008 AWD featured in this test, produced—like the platform itself—in Mulhouse, Alsace (France), where we began our test drive. And where they also showed us another new Peugeot model, about which we can’t reveal anything yet, but will be officially unveiled in August.
Still, the focus clearly remains on electric mobility. While the internal combustion options currently include the 145 hp 1.2 mild hybrid and the 195 hp 1.6 plug-in hybrid, there are three fully electric versions. One with 213 hp and a 73 kWh battery, the Long Range version with 230 hp and a 98 kWh battery offering 700 km of range, and now an all-wheel-drive version with 325 hp and the same 73 kWh battery, with a range of 498 km in the 3008 and 467 km in the 5008.
Peugeot e-3008 AWD: our tops&flops
The latest generation of the Peugeot e-3008 has evolved into a fastback SUV. It’s still sharp, but I feel it has lost some of the personality of the previous version, even though the overall design—both inside and out—shows great attention to detail. In this GT trim, it’s especially appealing, despite a few quirks like the unusually high beltline and the upright rear end, which does, however, allow for a generous minimum boot capacity of 520 liters.
The E-3008 AWD stands out for its excellent efficiency (around 19 kWh/100 km in real-world conditions), strong and smooth performance with 325 hp and a 0-100 km/h time of 6 seconds, plus rapid 80–130 km/h acceleration ideal for highway use. The all-wheel drive adds confidence on slippery or mountainous roads, and the aerodynamic design (Cx 0.28) helps both range and charging performance, with peaks of 160 kW in DC. The infotainment is intuitive, highly customizable, and includes practical features like regen paddles.
The all-wheel drive also brings a new suspension setup, with an anti-roll bar added for stability, and functions tailored for light off-roading. And yes, they do slightly improve the driving feel. But anyway the suspension is still tuned for comfort and can feel too soft, resulting in noticeable body roll, some dive under braking, and mild understeer. Steering lacks responsiveness despite the sporty setup, and regen paddle logic (“minus” increases braking) may confuse some users. Compared to other STLA Medium models like the Opel Grandland, it feels less composed in dynamic driving.
What we like:
- Excellent efficiency;
- Trunk space
- Overall quality
What we don’t like
- There’s only the small battery
- The 800 Volt system is missing
- The suspension is too soft
Prices in Scandinavia
- Denmark: from 304,990 DKK (AWD not available yet);
- Sweden: from 499,900 SEK (AWD not available yet);
- Norway: from 439,900 NOK (565,625 NOK for the AWD tested)
Peugeot e-3008 AWD: record efficiency, but it sways
Let’s dive into the AWD system. The main motor remains the same 213 hp unit found in the single-motor base version, but here it’s joined by a second motor producing around 112 hp. This brings the total output to 325 hp, along with a generous peak torque of 509 Nm. The Peugeot e-3008 AWD is the fastest E-3008 yet: 0-100 km/h takes exactly 6 seconds, and you can definitely feel it—especially in AWD and Sport modes, which fully unleash the car’s potential and are the only ones delivering the full 509 Nm.
While the acceleration won’t leave you speechless, it’s still quick and enjoyable. What stands out most, in my opinion, is the 80–130 km/h time of 3.8 seconds—ideal for highway overtaking, where the car responds effortlessly. This version also debuts a new driving mode: AWD. It’s not meant for hardcore off-roading—that’s not the purpose of this car—but it’s perfect for those living in areas like the Pre-Alps, the Black Forest, or the mountains in general.
The all-wheel drive is automatic and activates when it detects wet or slippery surfaces, making the car safer and better suited to such conditions. It’s a 60-40 configuration that always favors the front axle.
In other modes, things change: Sport keeps AWD engaged, while Eco and Standard switch to single-motor drive to optimize efficiency. In Eco, only the 213 hp front motor is active; in Standard, the rear provides some assistance, bringing output to about 300 hp. Even so, the car remains enjoyable and capable for daily use.
That said, keep in mind that this car has a rather “French” suspension setup. For comparison, on the Opel Grandland—built on the same platform—I appreciated the more stable, balanced tuning: not stiff, but not too soft either. Here, it’s a different story: the ride is softer, less composed than in the single-motor versions, and I’d even call it “floaty.”
In corners, even without pushing hard, you notice the tendency: the car “rocks” a bit when it realigns. It doesn’t lose stability, but this behavior is due to the suspension tuning. Speaking of which: Peugeot describes the front suspension as pseudo MacPherson (without clearly explaining what that means) and multi-link at the rear. The AWD version adds an anti-roll bar, which reduces body roll compared to base models, though there’s still some dive under braking. Overall, the car tends to understeer, partly because of the soft setup.
The steering wheel remains Peugeot’s signature small wheel, a staple for over a decade now. Personally, I’ve always liked it—maybe because I’m tall: it leaves room for your knees and adds a (visually) sporty touch. I know it’s divisive, but I appreciate it. That said, despite the go-kart-like layout, the steering response here isn’t very sharp: everything is tuned for a calm, relaxed driving experience—just like the car overall. All the usual settings are back: I particularly like how you can quickly mute driving aids (like the speed limit warning) by tapping the always-visible car icon on the central screen.
Everything is customizable, and Peugeot has done a good job here. You also get steering wheel paddles to adjust regenerative braking—a welcome feature. Although the logic might be a bit confusing (“minus” increases regen, “plus” reduces it), the important thing is that they’re there, and they work.
The real highlight, however, is efficiency: declared consumption is around 17 kWh/100 km. I drove a bit spiritedly today, but we still averaged around 19 kWh/100 km, which is impressive considering the hilly, winding roads of the Black Forest. Credit also goes to great aerodynamic work: the drag coefficient is around 0.28, which is excellent. This also helps with charging performance: 160 kW peak in DC, with an average around 120. The standard 20–80% top-up takes about half an hour—on par with competitors.
