Peugeot 408 review

Is it an SUV? Is it a saloon car? Is it an estate? Well, what we know for sure is that it’s a Peugeot 408 – and it’s a striking amalgamation of two or three car types.

The 408 is mechanically related to the Citroën C5 X and that, to our minds, is an estate car, but the plastic cladding on the 408's wheelarches gives it a bit of an SUV vibe. Ultimately, though, we reckon its sleek silhouette makes it an executive car.

Whatever you call it, it’s worth knowing that the 408 is available as a plug-in hybrid and there'll be a fully electric version too (the Peugeot e-408). Rivals include the Skoda Superb and, if you're more interested in the SUV side of things, the Cupra Formentor.

Peugeot 408 video review

Is the Peugeot 408 better than rivals when it comes to performance, interior quality, practicality and running costs? Read on to find out...

The Peugeot 408’s entry-level engine is badged Hybrid 136 and its a 1.2-litre petrol with an electric motor giving a total of 134bhp.

It uses 48V mild-hybrid technology and can run on electric power alone, but not for very long (a Toyota CH-R will go much further on electricity).

The transition from electric to petrol power is not quite as smooth as in some hybrid cars – we noticed a light shudder through the front of the car. Likewise, the 408's three-cylinder engine is not as smooth at low revs as the four-cylinder unit in the CH-R.

Your other engine choice for the 408 – and the quickest model – is the 1.6-litre petrol plug-in hybrid (PHEV), badged Plug-In Hybrid 225. Total power output is 222bhp, for a 0-60mph time of a brisk 7.8 seconds, against 10.2 for the entry-level engine.

All 408s get an automatic gearbox that shifts quickly and smoothly, although it's not as responsive as the best auto boxes.

When you're driving, the 408 feels quite different to the Citroën C5 X. The 408's ride is firmer, especially in the PHEV version, and transmits more road imperfections to occupants than the much more cushioned C5 X, as well as the Skoda Superb.

It's better tied down on undulating roads, though, and the ride smooths out at higher speeds, making the 408 a great long-distance cruiser.

Body roll is better controlled than in the soft and sometimes wallowy C5 X, and the steering is smooth and direct, making it easy to tell what the 408’s front end is up to during cornering. The Cupra Formentor is more engaging to drive, but you can make easy, swift progress in the 408.

At motorway speeds, it's quite hushed inside, with hardly any wind or road noise, and the engines don’t drone loudly when worked hard. The 408 Plug-In Hybrid 225 gives off very little motor whine when it's running on electricity alone.

Speaking of which, the PHEV 408 has an officially electric-only range of 40 miles, which is two miles further than the C5 X Hybrid 225. That might sound insignificant, but it does put the 408 into a cheaper BIK tax bracket so it's worth knowing if you're choosing a company car.

There are not many executive cars available at this price point, let alone PHEV ones. The Skoda Superb is only available as a PHEV in estate car form, but if you’re interested it’ll officially travel a remarkable 83 miles on a charge. The Cupra Formentor is almost as impressive (78 miles).

“As someone who does a lot of motorway driving, I liked that the 408 felt planted at speed yet remained comfortable.” – Oliver Young, Reviewer

Inside the Peugeot 408 you’ll find a similar set-up to other Peugeot car models, with a high-set digital driver's display that you’re supposed to look at over the small steering wheel, instead of through it. As such, some people will find that the wheel obstructs their view of the display – it's best to sit in one to find out if it suits you.

The 408's driving position is higher than in most executive cars including the BMW 3 Series but is not as lofty as in a Peugeot 3008 and most rival family SUVs. You can adjust the seat height to a degree, and manual lumbar support adjustment for the driver is standard with all trims.

Your view out of the 408's front window is decent, so you won’t struggle when pulling out at junctions, but rear visibility isn’t quite as good due to large rear pillars blocking the view over your shoulder. Fortunately, every 408 has rear parking sensors and a reversing camera, while GT trim adds front parking sensors. You can add a 360-degree camera as part of an optional package.

All 408s have a 10in touchscreen and there's a touch-sensitive panel below it offering customisable shortcut buttons to hop between menus. The infotainment system is a little clunky, with a rather confusing lay-out consisting of small icons that can be tricky to aim for. Fortunately, you get Android Auto and Apple CarPlay so you can bypass the built-in software.

You adjust the air-conditioning using the touchscreen, which is more distracting than using proper dials and buttons, as you can in the related Citroën C5 X.

That aside, the two models have similarly upmarket and plush interiors, with the 408’s materials proving pleasingly squidgy and well constructed. It feels slightly more expensive than the interior of the Skoda Superb.

“Apart from having to position the steering wheel a little lower than I would usually, I get on well with the i-Cockpit lay-out in the 408 and other Peugeots.” – Lawrence Cheung, New Cars Editor

There’s lots of space up front in the Peugeot 408, with helpful cubbies dotted around the interior and decent-sized door bins. There's lots of leg room in the back too – six-footers will have more room to stretch out than in, say, a Cupra Formentor.

Head room is a little less generous, and six-footers might find their heads lightly touching the 408's roof if they sit up straight. The Skoda Superb is a better option if you’re planning on carrying tall passengers regularly.

There are plenty of storage areas for the 408's back-seat passengers, with two cupholders and a small tray in the fold-down centre armrest, storage nets on the back of the front seats and door bins big enough for a drinks bottle.

The back seats don’t do anything clever, such as slide or recline, and they split and fold 60/40 (like the Superb’s).

The 408's seats are easy to fold down, with levers in the boot as well as at the top of the backrests. There's a ski hatch so longer items can be threaded through the centre backrest while keeping the two seats on either side available for occupants.

The boot size depends on the engine you choose. The 408 Hybrid 136 has 536 litres of storage volume including underfloor storage. The Plug-In Hybrid 225 loses the underfloor storage, leaving 471 litres. The Citroën C5 X has slightly more boot space but not by much, while the Superb has a much bigger boot, at 645 litres.

The boot should be big enough for most families’ needs but you’ll find there are rival cars with bigger boots. The Citroën C5 X has a little more boot space, while the Hyundai Tucson has 558 litres, the Skoda Superb 645 and the Superb Estate 690.

The 408’s boot has hooks and elastic straps to hold a couple of items in place, but you’ll have to go for top-spec GT trim to get a powered tailgate.

“While leg and head room are a bit imbalanced in the back of the 408, I didn’t feel cramped at all.” – Oliver Young, Reviewer

As a cash purchase, the Peugeot 408 costs a few thousand pounds more than the Citroën C5 X but is predicted to depreciate at a slightly slower rate. The Audi Q3 Sportback and BMW 3 Series are predicted to hold their value better, but also cost considerably more in the first place.

The 408 Hybrid 136 is much cheaper to buy than the Plug-In Hybrid 225, and is our pick of the engines for private buyers. It delivers good fuel economy, officially averaging 58.8mpg. We saw high 40s from mainly motorway driving during our time with it, which is respectable.

Official figures say the PHEV 408 can manage up to 270mpg but you’ll need to keep the battery fully charged if you want to get anywhere near that. The PHEV has a 3.7kW on-board charger for a charging time of less than three and a half hours using a 7.4kW home EV charger. If you pay for the optional 7.4kW on-board charger, the time drops to one hour and 40 minutes.

The Plug-In Hybrid 225 is the best choice as a cost-effective company car because of its low BIK tax rate. It slots into the 8% bracket, while the rival C5 X belongs to the 12% one. For the lowest tax you'll want an electric car (the Peugeot e-408 for example).

There are two trims available – Allure and GT – and our recommendation is to stick with the entry-level Allure. That comes with 19in alloy wheels, keyless entry and start, dual-zone climate control and electrically folding door mirrors.

Upgrading to GT gets you a different style of 19in wheel, a heated steering wheel (an optional extra on Allure), an electrically operated tailgate and various GT badges.

In terms of reliability, Peugeot came a slightly disappointing 19th place our of 31 brands in our 2024 What Car? Reliability Survey. That's below Citroën (seventh) and VW (18th) but above Seat (26th) and Vauxhall (29th). We don't have specific data for the 408 but we can tell you that it comes with a three-year, 60,000-mile warranty and the PHEVs' battery packs are covered for up to eight years or 100,000 miles.

Despite coming with lots of standard safety equipment, including automatic emergency braking (AEB) and lane-departure warning, the 408 achieved a disappointing four-star rating when it was crash-tested by safety experts Euro NCAP. The C5 X and DS 4 also have four stars but many family SUVs have the full five stars.

“The 408 plug-in hybrid will appeal to company car users wanting to keep tax down, but I’d be tempted to wait for the all-electric e-408.” – Lawrence Cheung, New Cars Editor

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