Peugeot 2018 Manual
NOTE: During the setup of your Scan MyPeugeot app you will be asked to select your country of residence, please select FRANCE as you will need a left-hand drive manual. Alternatively, you may download your handbook below and save a copy, or email it to yourself so you can have it at hand in Europe, this is recommended as the Drivers Manual provided in the car will be in French. Also worth a read is the Ready to Set Off Guide. This guide is a sharp summary of the Drivers manual and talks precisely about the first steps to driving your Peugeot vehicle (our past client Shelley loved this feature!).
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After a faltering start with the Mk1, the current 3008 is a genuine front-runner in the crossover class. That’s thanks to its top-notch interior, up-to-date in-car tech, refined drive and competitive engine range. It’s also practical and good to drive, if not quite as enjoyable as some other rivals. It’s comfortable, too, with a well judged ride that’s firm enough to stop it feeling bouncy, but soft enough to glide over bumps in the road. For many, the Peugeot 3008 will offer everything they need: it’s economical, practical and upmarket, all at a reasonable price. If you’re after a small SUV or crossover, the 3008 should definitely be on your shortlist. Crossovers are hugely popular at the moment, and one of the class leaders is the 3008.
While the Mk1 hedged its bets with a look that put it somewhere between an MPV and an SUV, the Mk2 launched in 2016 embraced the crossover philosophy, and added far more stylish looks, an upmarket interior and the latest technology to make it a front-runner in the category. Not only is the 3008 a looker, but it backs it up with plenty of practicality. There's space enough for five inside, while the 512-litre boot should be good enough for most needs. And if you need more space, including seven seats, Peugeot offers the larger, which uses the same platform as the 3008 and has the same range of attributes as the 3008, just in a slightly larger package.
The 3008 hasn't been on sale long enough to get a facelift, but Peugeot has revised the engine range to meet tougher emissions rules. Petrol power comes from a 1.2 PureTech 130 three-cylinder turbo petrol and the potent 1.6 e-THP 165 turbo petrol, with the former being a surprisingly good performer considering its size. For diesel power, there are a variety of BlueHDi units. Image 2 of 20 The changes come in the shape of a new 1.5 BlueHDi 130 diesel, which has replaced the 1.6 BlueHDi 120. You can still get the 1.6 version, albeit only in lower powered BlueHDi 100 form. At the top of the range, the 2.0 BlueHDi is still offered in 150 and 180 form, with the latter is exclusive to the GT model. You get a choice of five or six-speed manual gearboxes, depending on which engine you go for, while a six-speed auto is standard with the 1.6 e-THP and optional with the 1.2 PureTech.
The 1.5 BlueHDi can be had with an eight-speed auto, and this gearbox is standard with the most powerful 2.0 BlueHDi 180 engine. Unlike some rival crossovers, Peugeot doesn't offer four-wheel drive on the 3008. This helps to keep costs down, while Peugeot has developed a clever traction control system that can do most of the things 4WD can do, aside from the most extreme off-roading. Where fitted, it adds a rotary controller to the centre console that allows you to select the driving mode suitable for the terrain, whether it's snow, gravel, mud or tarmac. There's no entry-level Access model as part of the 3008 range, so the range kicks off with the relatively well equipped Active model, which starts at around £23,000, which is a little higher than some rivals. Beyond that, there are Allure, GT Line and GT trims on offer, while Peugeot has yet to confirm any kind of sportier variant, such as a 3008 GTi.
There's a decent amount of kit across the range, with 12.3-inch digital dials, two-zone climate control and rear parking sensors all included, and the infotainment touchscreen is standard across the range. Allure models get 18-inch alloys, sat-nav and blind-spot detection among the extended kit list, while the GT Line gets a subtly sporty bodykit and even more standard equipment. There's a swathe of crossover models that the 3008 competes against, but it holds its own in this competitive class. Chief rivals are the and duo, which closely match the 3008 for price, kit and practicality. Elsewhere, the and are worth considering, as are the, and.
The is pricey in comparison, to its SEAT and Skoda siblings, while the shares mechanical parts with the 3008. Slightly ageing alternatives in the class include the, and, while the latter two are joined by the slightly smaller and sporty looking and. As the Peugeot 3008 is closely related to the Citroen C4 Picasso, you’d expect its focus to be on comfort. Yet, it doesn’t take long behind the wheel to realise the raised suspension has a negative impact on the ride. The use of the same EMP2 platform has allowed Peugeot’s engineers to improve the 3008’s dynamic ability. It uses MacPherson strut suspension at the front and a torsion beam rear axle, which is standard for the class. However, ultimate performance is less important in this class; efficiency, comfort and practicality arguably carry more weight, and the EMP2 chassis means the 3008 fares strongly across the board.
Nouvelle 2008 Peugeot 2018
You immediately feel that the 3008 is softer and more forgiving than firmer rivals. Over lumpy ground the chassis soaks up bumps that you tend to feel a little more in some crossovers. The long-travel suspension in the Peugeot means it feels composed on all but the worst roads, offering strong refinement and comfort. On the motorway this is particularly evident, and the 3008 is particularly hushed and cruises smoothly when fitted with the quiet 1.2 PureTech turbo petrol engine. The six-speed manual gearbox in the 3008 is decent, but the small button you need to hold to get it into reverse is a bit of a pain, and the gearchanges aren't as smooth as in some rivals. Push the Peugeot through a series of corners and its softer focus is evident. There’s more roll, and big steering wheel movements upset the car.
The small steering wheel means it feels alert and there’s a useful level of agility on offer, but the steering is fast, so if you’re a little too abrupt it will overload the suspension. Keep the pace slower and the 3008’s comfort is what shines through strongest.
Image 3 of 20 The EAT6 automatic gearbox is also a six-speeder, and it shifts fairly smoothly - but it does tend to hold on to revs more than we’d like, especially with a rattly diesel engine under the bonnet. While there’s no four-wheel drive model, and the 3008 clearly isn’t meant to be a proper off-roader, most models can be fitted with an optional system called Grip Control.
This adds 16-inch Mud & Snow tyres and an intelligent traction control system that regulates the power to the front wheels in low-grip conditions. For most people, this will simply make defeating a muddy hill a bit easier, but it’s no match for a proper 4x4 system. Engines There are two petrol and three diesel engines in the Peugeot 3008 line-up with a range of different power outputs. The line-up starts with the 1.2-litre three-cylinder PureTech 130 petrol, which produces 129bhp and 230Nm of torque, and is available with six-speed manual or automatic gearboxes. It’s a great choice, being quiet at low revs and sounding sweet as you get up to speed. When we tested the 1.2 PureTech against the SEAT Ateca 1.0 TSI, the 3008’s stronger engine delivered a performance advantage. It covered 0-60mph in 10.6 seconds – a tenth quicker than the SEAT – while another 30Nm of torque at 230Nm in total and a 30kg lighter kerbweight meant the 3008 was stronger in gear.
The 3008 accelerated from 50-70mph in sixth in 10 seconds flat – 3.1 seconds up on the Ateca – while in fifth it was 1.4 seconds faster. The margin was closer between 30-50mph in third and fourth, but the Peugeot still had the edge.
The six-speed manual’s shift action wasn’t as mechanically precise as the SEAT’s, but compared with Peugeots of the past it’s a much tighter and more pleasing action. When the 1.2 PureTech is fitted with the EAT6 six-speed auto, the 3008 doesn’t shift quite as quickly as the dual-clutch auto you'll find in a Skoda Karoq. This is why the 3008 trailed the Karoq from 0-60mph by eight tenths of a second when we tested them side-by-side. Despite its 123kg lower kerbweight, the Peugeot also lost out to the Karoq during our in-gear performance tests. The 3008 accelerated between 50 and 70mph in fifth and sixth in 10.4 and 14.8 seconds respectively, which was a sizeable 2.2 and 3.9 seconds behind the Skoda. The comes only with an automatic gearbox and has 163bhp.
The result is that it goes from 0-62mph in 8.9 seconds, but it’s not as efficient at the smaller 1.2-litre unit. The 1.6 BlueHDi 120 diesel has been replaced with a 1.5 BlueHDi 130, which has 128bhp and the same 300Nm torque figure as the 1.6. This should give it plenty of performance, with a claimed 0-62mph of 10.8 seconds (11.5s with the eight-speed automatic).
The 99bhp version of the 1.6 BlueHDi is still available, but it’s no more economical, despite offering lower performance. The 3008's six-speed manual transmission isn’t as willing or as open to fast changes as the VW Group's more mechanically precise DSG box, although the 3008 was still quicker than a Nissan Qashqai. The most compelling choice in the engine range is the newly introduced 1.5 BlueHDi diesel with 128bhp, and it’s easy to see why, as the numbers stack up. Even if its impressive 67.3mpg and 109g/km CO2 emissions don’t quite match the 1.5 dCi’s 74.3mpg and 99g/km, it’s not far off and the 3008 does have more power.
With the EAT6 automatic gearbox, those figures improve to 68.9mpg and 108g/km. In comparison, the older 99bhp 1.6-litre diesel manages the same 70.4mpg, but its relative lack of performance means we’d avoid it and go for the 128bhp diesel instead. The other two diesel engine choices are a 148bhp 2.0-litre unit, which returns 64.2mpg and 114g/km of CO2, or a 179bhp version of the same engine wth an automatic gearbox that returns 58.9mpg and 124g/km of CO2. Petrol options include the 1.2-litre 130 PureTech, which is a three-cylinder unit and manages 117g/km of CO2 and 55.4mpg, which isn’t bad.
If you’re doing short trips, this is the engine to go for. The 1.6-litre THP petrol only manages 48.7mpg and 129g/km, the worst figures in the 3008 range. Insurance Groups Insuring the Peugeot 3008 will cost about the same as the rival, with the cheapest model being the PureTech 130 in entry-level Active trim, which is in group 11. That changes depending on the trim you go for, but in general the 1.2 will be the cheapest to insure. While the 3008 has a somewhat divisive design, the upright grille and chunky bodywork give it a unique look, and it’s certainly a big step forward from the previous model. Whereas that was an MPV-style crossover, this latest model is a. The detailed headlight and tail-light designs are stand-out features, and the steep windscreen, raised ride height and hidden C-pillar all add to the look.
It’s a different story inside, with the 3008 getting a superb interior. It wraps around the driver from the centre console to the door and, of course, incorporates Peugeot’s latest infotainment system with an 8-inch touchscreen. The small steering wheel and high-set instrument cluster that we’ve already seen in the rest of the company’s range also appear. The difference here, though, is that the 3008 gets Peugeot’s latest i-Cockpit display, which incorporates a 12.3-inch screen behind the wheel. It’s similar to Virtual Cockpit, and means you can change the layout of the dials, decide what is displayed and how or, most usefully, show sat-nav directions directly in front of you. Image 7 of 20 It’s an excellent arrangement, and unlike on many other Peugeot models, it’s easy to see over the top of the steering wheel.
In fact, there’s not much that Peugeot has done wrong with the interior of the 3008, as it’s also one of the best-looking cars in its class. The materials you touch are of great quality and the wrap-around design, with metal accents, gives the cabin a really upmarket feel. It doesn’t seem as spacious as a or, but it’s much more stylish than either of those rivals, and the only minor setbacks are that the air-con controls are on the touchscreen display, which makes them hard to use on the move, and the materials lower down in the cabin are of lower quality. Sat-nav, stereo and infotainment All 3008s get a 12.3-inch dash display and an eight-inch touchscreen, as well as Apple CarPlay and Android Auto.
Allure trim features TomTom-based sat-nav with three years of Live updates, giving traffic info, local searches, fuel station recommendations and weather forecasts. Voice control is also included, but the car’s piano key-style layout means it’s actually nice to use the stylish buttons. Still, the unit’s processor obviously lacks some power, as the infotainment system can lag behind your inputs. At least the graphics have a fairly high resolution compared to the more grainy, pixelated screen you'll find on rivals such as the SEAT Ateca and Nissan Qashqai. The 3008’s climate control system is adjusted through this display.
It’s still not the best way of doing things, but is easier than in previous versions of the i-Cockpit as sat-nav and radio information can be displayed on the screen in front of the driver. Under the 3008’s sharp exterior is Peugeot’s EMP2 platform. This scalable chassis architecture’s record is strong, as the 3008 SUV and the 308 family hatch that use it have claimed the title of European Car of the Year. The platform is shared with sister brand Citroen, and has meant both French firms have made big strides in lots of areas. In the 3008, the EMP2 platform helps to boost packaging and practicality – a must-have for any family SUV. Peugeot has clearly focused on balancing this usable edge with an upmarket feel, as the design, layout and material quality all feel a step ahead of some rivals.
The cars offer functionality, but it pulls it off with a bit of panache when compared to other cars in the class. The 3008 is a five-seater only (if you want seven seats, you'll need to choose the 5008 instead), with the five-door layout that's normal for any car in this class. There’s no 4x4 option, but some cars can be fitted with the optional Grip Control system, which gives some modest extra off-road ability without taking a toll on fuel economy.
Just don’t head too far away from tarmac. Visibility isn’t bad, as the driving position is quite high, but as in most cars in this class, the rearwards view isn’t the best thanks to the small rear glass area.
The narrow-diameter steering wheel is a bit of a contentious point, but with this second iteration of the i-Cockpit layout Peugeot has refined the concept, so it’s more user friendly. It’s easier to see the digital dash, which comes as standard on all models, adding a hi-tech feel together with the central screen. The cabin layout is cossetting, so there isn’t quite as much versatile storage as some rivals, but the Peugeot still features plenty of cubbies in its cabin to store phones and wallets, and a large central cubby that doubles as an armrest.
There's also space for a wireless smartphone charging point on GT-Line and GT specs; it can be added to other models for about £120. Size The Peugeot 3008 is just over 4.4m long and 1.8m wide, which is about average for the class - while a kerbweight of around 1,300kg is competitive. Leg room, head room & passenger space Hop in the back and you’ll find that the 3008 actually has plenty of space, even if it doesn’t seem like it from the driver's seat. It’s slightly longer than a Qashqai, so there’s plenty of legroom in the back seats, and headroom shouldn’t be an issue for anyone but the tallest passengers. Image 16 of 20 Occupants in the back don’t get quite as much legroom as in a Renault Kadjar. Then again, the flat floor means the Peugeot is a comfortable choice if you regularly carry three passengers in the rear, as no one will be fighting for foot space. Boot Open the large tailgate and you’re confronted by a low load lip, wide opening and cavernous 591-litre capacity.
The boot lacks the Kadjar’s clever solutions, but it’s well shaped and has a small amount of storage under the floor, which can be lowered for more space or raised to create a flat base when the rear bench is folded. The 3008’s boot space dwarfs the 430-litre load area in the Nissan Qashqai, and beats the 510-litre space in the SEAT Ateca, and the Skoda Karoq only comes close with a 588-litre capacity with the back seats slid all the way forwards. The advantage isn’t as great if you fold the rear seats down, but the Peugeot’s maximum 1,670-litre load bay is still ahead of its rivals.
The boot also features a fully removable floor and a full-sized spare wheel, plus a handy storage net for keeping items steady in the back. Towing It’s also able to tow up to 2,000kg (braked trailer) in 2.0-litre diesel form, although that shrinks to just 1,200kg in a car with the 1.2-litre petrol engine and an automatic gearbox.
Pick your engine carefully if you’re planning to tow any trailers or caravans. While the Peugeot 3008 has yet to feature in our, Peugeot as a brand finished in 13th place - beating the likes of, and. That bodes well for the 3008, which first impressions suggest is well built.
It’s impossible to guess how reliable it will be in the long run, so we’ll have to wait for a future survey to find out. Where the car has proved itself, however, it with its safety rating. The 3008 features a host of safety equipment and driver aids, including automatic emergency braking, as standard. Engineering mechanics dynamics 12th edition solutions manual.
Peugeot 3008 2018 Manual
Extra kit includes blind spot detection, lane keep assist, driver attention alert and adaptive cruise control. And, the end result was that Euro NCAP awarded the car five stars after crash-testing it in 2016.
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Image 17 of 20 In the adult occupant section, the car scored 86 per cent, with researchers complimenting the car on its protection for different-sized front-seat passengers, as well as getting maximum points in the side impact test. For child occupants, the 3008 scored 85 per cent. Euro NCAP noted that head protection for children was good, and there’s clear indication about the status of the airbag to allow baby seats to be fitted. Euro NCAP said that the front of the car had “predominantly good or adequate protection to the head of a struck pedestrian”, scoring 67 per cent in this category. Maximum points were scored for the pedestrian’s pelvis and legs, too. Finally, the safety assist category brought a 58 per cent score, with the researchers pointing out the car’s standard seatbelt reminder, traffic sign recognition and lane departure warning.
Warranty The Peugeot 3008 gets a two-year unlimited mileage warranty from the factory, plus an extra year from the dealer, ading up to a total of three years. That matches the industry standard, which is mainly only beaten by seven-year and and five-year warranties.