2024 Peugeot 408 GT PHEV review
Peugeot’s newest model is an unusual mash-up between a sedan and SUV. Available with plug-in hybrid power for a near-$75,000 drive-away price, is it a niche too small to justify exploring?
2024 Peugeot 408 GT PHEV
New cars are harder than ever to categorise, and the 2024 Peugeot 408 is proof.
It has the large wheels, black body cladding and elevated ride height of an SUV, but the body shape and proportions of a liftback-style sedan – and the overall height of the car isn’t much taller than a conventional mid-size sedan.
The 408’s footprint is similar to the current 508 – or a Toyota Camry – but it has more in common with the latest 308 hatch, with similar styling themes, interior design and technology.
It has launched in Australia in a single model grade offering plug-in hybrid power, though cheaper petrol models may follow at a later date.
Priced from more than $70,000 drive-away, is this French sedan-turned-SUV mash-up a niche within a niche – or a surprise winning formula? Let’s find out.
How much is a Peugeot 408?
There is one model variant of the Peugeot 408 in Australia, the GT Plug-in Hybrid, priced from $67,990 plus on-road costs.
Our test vehicle was finished in no-cost Obsession Blue – an attractive hue that looks blue or green depending on where and how the light hits the car – bringing its drive-away price in New South Wales to $73,710, according to the Peugeot Australia website.
Buyers can option a sunroof for an extra $2000, as well as four other paint colours priced between $690 and $1050.
The first 408s to reach Australia are Model Year 2023 (MY23) vehicles – arriving up to six months ahead of schedule – all of which have been allocated to existing customer pre-orders.
MY24 examples are now available to order, with no pricing or specification changes. It will be offered exclusively by factory order – there will be no stock in dealerships, aside from an initial batch of dealer demonstrators – with an estimated wait time from order to delivery of four to six months.
The closest rival to the Peugeot 408 is its twin under the skin, the Citroen C5 X, which is currently available with a petrol engine for $57,670 plus on-road costs, ahead of a plug-in hybrid with the 408’s mechanicals due by the middle of this year.
The 408’s unique sedan-turned-SUV design and plug-in hybrid power means it has no other direct rivals.
A top-of-the-range, turbo-petrol Subaru Outback Touring XT high-riding wagon costs $56,990 plus on-road costs, a Peugeot 508 PHEV liftback is $81,610 plus on-road costs, while a Polestar 2 – an electric liftback that rides higher than a conventional sedan – is priced from $67,400 plus on-road costs.
Standard features include 20-inch alloy wheels, matrix LED headlights, a 10-inch instrument display, 10-inch touchscreen with wireless Apple CarPlay/Android Auto and satellite navigation, hands-free power tailgate, power-adjustable heated and massaging front seats, nappa leather trim, dual-zone climate control, and a six-speaker sound system.
| Key details | 2024 Peugeot 408 Fastback GT Plug-in Hybrid |
| Price | $67,990 plus on-road costs |
| Colour of test car | Obsession Blue |
| Options | None |
| Drive-away price | $73,710 (Sydney) |
| Rivals | Citroen C5 X | Polestar 2 | Subaru Outback XT |
How big is a Peugeot 408?
The Peugeot 408 has a lot in common inside with its smaller and $3000-cheaper 308 sibling, including a nice mix of leather, suede, and gloss black trim, and an array of high-resolution screens.
As with all modern Peugeots, the 408 has what is called the ‘i-Cockpit’, an unconventional dashboard design that shrinks the steering wheel and mounts it low, while moving the instrument display up high, so the driver looks over rather than through the steering wheel to see the gauges.
The design will be perfect for some, but frustrating and a continual compromise between comfort and visibility for others.
At 186cm tall, I was able to find a seat and steering wheel position that gave me enough head room and leg room while still being able to see all of the key metrics on the instrument cluster.
Admittedly, I sit a bit closer to the steering wheel than I did the last time I drove a Peugeot 12 months ago. But regardless, we would advise visiting a dealership, sitting in a 408, and ensuring you and anyone else who plans to drive the car regularly can find a comfortable driving position before placing a deposit.
The eight-way power-adjustable seats (plus two-way power lumbar) are reasonably comfortable and trimmed in nappa leather, though they’re not the most supportive. Heating and massaging are also standard on the seats.
The leather-trimmed, heated steering wheel feels reassuring in the hand, and adds to a sense of agility on the road, even though it doesn’t actually improve the car’s handling.
Perceived build quality in our test vehicle was good, and there are soft-touch materials used on the door panels and armrests, though harder, scratchier plastics are used lower down on the dashboard and centre console.
There are two USB-C ports – one in the centre console storage compartment, and the other ahead of the cupholders – though for some reason they’re illuminated in the shape of a USB-A socket, which will confuse anyone getting into this car for the first time at night-time.
Other amenities include keyless entry and start, multi-colour ambient interior lighting, dual-zone climate control, and a 12-volt socket, but oddly for a car of this price, there is no wireless phone charging pad.
The glovebox and door pockets are decently sized, there are two cupholders with a sliding rubberised cover that will keep a parking ticket in place, and some phone-sized storage ahead of the cupholders where a wireless charging pad should go.
The centre console storage area opens outwards but the space is tiny – it’s best reserved for sunglasses and wallets. There’s some extra storage in front of it, but it is an unusual shape without a flat bottom that won’t fit much more than the key fob.
Long-legged passengers will find the rear seats accommodating in terms of knee room – there is acres of it, even behind a tall driver – but at 186cm tall I found my hair brushing the roof lining, and setting the front seats as low as they can go leaves little space for rear passengers’ toes.
It is a wide cabin, so fitting three passengers across the rear bench is possible, but there’s even less head room for the middle occupant due to the taller seat base. The rear seats don’t slide forward or recline.
To put that into context, knee room is on par with similarly sized family SUVs – such as a Nissan X-Trail or Kia Sportage – but the Peugeot’s sloping roof line means it cannot compete on head room.
Rear passengers are treated to two USB-C ports, air vents, two map pockets, three top-tether and two ISOFIX anchors for child seats, and door pockets large enough for a bottle, but in an incredibly rare omission for a $70,000 car, no fold-down centre armrest.
Peugeot claims a boot capacity of 471 litres, which is bigger than a sedan – but smaller than most SUVs with a similar footprint.
It is a wide and deep space, if not a tall one, and there is quite a large sill to haul items over to load into the boot, and the parcel shelf is comically small due to the sloping roof. The rear seats fold flat in a 60:40 split for more room.
There are bag hooks on the side of the load area, as well as a 12-volt socket and a light, but there is little to no under-floor storage, which means the charging cable bag needs to fight for space with your luggage if you travel with it. Also absent is a spare wheel – leaving only a puncture repair kit – as the battery sits under the boot floor.
| 2024 Peugeot 408 Fastback GT Plug-in Hybrid | |
| Seats | Five |
| Boot volume | 471L seats up 1545L seats folded |
| Length | 4685mm |
| Width | 1859mm |
| Height | 1485mm |
| Wheelbase | 2790mm |
Does the Peugeot 408 have Apple CarPlay and Android Auto?
Standard is a 10-inch infotainment touchscreen with wireless and wired Apple CarPlay and Android Auto, satellite navigation, and AM, FM and DAB digital radio support.
The display is high-resolution, and the graphics are contemporary, but there are screens in plenty of rivals with more processing power, and some of the loading times between menus aren’t as snappy as we’d like.
Wireless and wired Apple CarPlay were both tested during our time with the 408, and there were no hiccups.
Below the main screen is another touch display with five customisable shortcut buttons, known as ‘i-Toggles’, for easy access to commonly used apps – above a row of physical shortcut switches and a volume dial.
The i-Toggles are large and easy to hit on the move; however, simple operations such as changing the air temperature still requires three presses – touching Climate on the i-Toggles, making the change, and switching back to the app you were last in – and it is more distracting than just turning a dial or pressing a physical button.
There is no haptic feedback on the touch buttons, so the driver needs to look at the screen to ensure the press has been registered.
As with the 308, we wish there was more customisation of the hybrid system in the infotainment screen. There are ‘e-Save’ settings that allow the car to use the petrol engine to preserve 10km or 20km in the battery pack, or top it up completely, but no settings in between.
Nor is there a ‘hold’ mode, that could let drivers maintain the current level of charge, to prevent the car burning through its electricity on the motorway when electric motors are less efficient.
The 10-inch instrument display has a nifty 3D effect – which can be disabled if you don’t like it – with quick responses and modern graphics.
Australian-market 408s miss out on a 10-speaker Focal premium sound system, rather an unbranded six-speaker stereo is fitted that delivers acceptable audio quality.
Peugeot offers support for a myPeugeot smartphone app that allows for tracking of the vehicle, as well as remote control of locks, windows, charging and other functions.
Is the Peugeot 408 a safe car?
The Peugeot 408 is yet to receive a safety rating from the Australasian New Car Assessment Program (ANCAP).
However, in 2022 it earned four stars out of five from its European counterpart, Euro NCAP, primarily based on crash testing of its Peugeot 308 sibling, which was awarded four stars by ANCAP and Euro NCAP. The two organisations have all but aligned their test protocols.
In Europe, the 408 earned a higher vulnerable road user score than the 308, but the results in the adult occupant protection and safety assist categories were not high enough to make either car eligible for a five-star overall rating.
| 2024 Peugeot 408 Fastback GT Plug-in Hybrid | |
| ANCAP rating | Unrated |
What safety technology does the Peugeot 408 have?
The Peugeot 408 ticks most of the boxes for safety expected of a new car in 2024 – however, it lacks some of the more advanced features of other vehicles.
There is no autonomous emergency braking (AEB) that works in reverse, and the blind-spot monitoring and rear cross-traffic alert systems can only detect vehicles – not brake to prevent collisions with them.
There are front and rear parking sensors, as well as a rear-view and 360-degree (top-down) camera views, but the latter is not a live feed, and works by using the rear-view camera to fill in the space around the car as it reverses.
It means the driver cannot see obstacles on either side of the car until it reverses past them, and pedestrians or objects that move close to the side of the car after the camera view has been filled in are not visible on the infotainment screen.
The safety systems generally worked well in our testing, but the rear cross-traffic alert system is not very sensitive – to the point where we weren’t sure the car had the feature fitted until we checked the spec sheet.
There is also an ‘Obstacle Close’ warning that flashes on the instrument display when the 408 gets too close to the car in front in traffic.
It’s not the usual operation of a forward collision warning – which is meant to warn the driver if they are about to crash into the car in front – but it becomes very annoying in an Australian traffic jam, where leaving a large gap to the car in front invites another motorist to cut in front of you.
| Autonomous Emergency Braking (AEB) | Yes | Includes pedestrian, cyclist detection |
| Adaptive Cruise Control | Yes | Includes stop-and-go |
| Blind Spot Alert | Yes | Alert only |
| Rear Cross-Traffic Alert | Yes | Alert only |
| Lane Assistance | Yes | Lane-departure warning, lane-keep assist, lane-centring assist |
| Road Sign Recognition | Yes | Speed limit warning |
| Driver Attention Warning | Yes | Includes fatigue detection |
| Cameras & Sensors | Yes | Front and rear sensors, rear camera with 360-degree system |
How much does the Peugeot 408 cost to run?
The Peugeot 408 is covered by a five-year/unlimited-kilometre warranty, with eight years or 160,000km of coverage on the battery, whichever comes first.
The logbook calls for servicing every 12 months or 20,000km. Five years/75,000km of servicing costs $2947 – which compares to $3009 for a Peugeot 508 PHEV, or $3318 for the upcoming Citroen C5 X PHEV over the same intervals, according to each manufacturer’s website.
The 408 is cheaper to maintain than its French twins, but for some context, a Toyota Camry Hybrid SL costs $1275 over five years/75,000km, or $2390 over 105,000km/seven years.
A year of comprehensive insurance coverage with a leading provider costs $2013, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
For comparison, the same parameters return quotes of $1791 for a Subaru Outback Touring XT, $1847 for a petrol Citroen C5 X, and $2174 for a Peugeot 508 PHEV from the same insurer.
| At a glance | 2024 Peugeot 408 Fastback GT Plug-in Hybrid |
| Warranty | Five years, unlimited km |
| Battery warranty | Eight years, 160,000km |
| Service intervals | 12 months or 20,000km |
| Servicing costs | $1616 (3 years) $2947 (5 years) |
| Energy cons. (claimed) | N/A |
| Energy cons. (on test) | 22kWh/100km (approx. in Electric mode) |
| Battery size | 12.4kWh (total) |
| Driving range claim (WLTP) | 60km |
| Charge time (2.3kW) | 6h |
| Charge time (7.4kW+) | 3h 30min |
Is the Peugeot 408 fuel-efficient?
Peugeot claims fuel consumption in mixed driving conditions of just 1.3 litres per 100 kilometres, but over a week of testing we observed 7.6L/100km according to the trip computer.
Why was our result nearly six times higher than the claim? The lab test used to determine the fuel consumption claim relies heavily on electric power, and only uses the petrol engine for very short stints.
Meanwhile, a lack of charging at my home means after the first 40km or so of electric driving on a full battery, we spent much of our week with the 408 with an empty battery, and the car operating like a Toyota or Hyundai hybrid, where small amounts of energy are added to the battery through recuperation under braking or by running the engine.
Data out of the US and Europe shows we are not using the car in an unrealistic manner: many PHEV owners are not charging their car as much as they need to, and are returning fuel consumption three to five times higher than the claim.
In hybrid mode – with a near-flat battery recharged under braking or with the engine – we saw fuel use as high as 9–10L/100km at times, which is what you would expect of a car of this type without any form of electrical assistance.
With charge in the battery – and the car running in hybrid mode – we observed fuel use according to the trip computer of about 4L/100km, which is far more respectable. But even running as a hybrid, the 408 relies heavily on electric propulsion and will chew through its battery in approximately 100km.
Meanwhile in electric mode, we observed energy use equivalent to approximately 40km of driving range, compared to a claim of 60km.
The Drive Sydney office has a 7kW AC wallbox for charging plug-in hybrid and electric cars, but the 408 can only accept 3.7kW – which is slow, even compared to other plug-in hybrids, some of which can now charge at 30kW or more.
As with most European cars in Australia, the 408 requires premium unleaded petrol – which means, due to the small 40L fuel tank, drivers will be out of petrol and electrical energy after 525km based on our 7.6L/100km fuel-use average.
| Fuel efficiency | 2024 Peugeot 408 Fastback GT Plug-in Hybrid |
| Fuel cons. (claimed) | 1.3L/100km |
| Fuel cons. (on test) | 7.6L/100km |
| Fuel type | 95-octane premium unleaded |
| Fuel tank size | 40L |
What is the Peugeot 408 like to drive?
The Peugeot 408 plug-in hybrid combines a 132kW/250Nm 1.6-litre turbocharged four-cylinder petrol engine with an 81kW/320Nm electric motor, eight-speed automatic transmission, and 12.4kWh (gross capacity) battery for a 165kW/360Nm combined output.
In Hybrid or Sport modes – where petrol and electric power work together – performance is brisk, though the battery needs to have plenty of charge for the electric motor to work at its best.
The instant response of the electric motor does help fill in the lag as the transmission finds the right gear and petrol engine spins up, but it is inconsistent. Even in Sport mode, there is often still quite a delay between flooring the accelerator pedal and receiving a surge of power.
Performance in Electric mode is zippy enough for around-town duties, but with just 81kW, it is not a rocket ship. The transition between petrol and electric power is generally smooth, though there’s some vibration from the petrol engine when it fires up under hard acceleration.
Ride comfort is good in most situations, ironing out small bumps and imperfections in the road at city speeds, absorbing speed bumps without much fuss, and keeping the body settled and ‘tied down’ at higher speeds on an undulating, poorly surfaced country road.
However, the large 20-inch wheels react sharply to potholes and big bumps in the road, spoiling the serenity and making for a harsh experience at times around town. We suspect a smaller set of alloy wheels, allowing for more sidewall in the tyres, would help in this area.
The steering is light at low speeds, and gains a reassuring amount of weight at higher speeds. It is accurate – and it has enough ‘feel’ to let the driver know when the tyres have run out of grip – though it’s not the most linear, so after about a quarter of a turn from centre, the wheels start to turn noticeably faster.
On a winding road, the 408 is keen to turn into corners and body roll is well managed – though at times, particularly under braking, it can struggle to hide its mass.
The brakes are one particular area for improvement. The switch between regenerative braking of the electric motor and the regular ‘friction’ brake discs is not very smooth, and is more noticeable than in some rivals the more pressure the driver applies to the brake pedal.
At low speeds – particularly in traffic – the brakes can be ‘grabby’ and too sensitive. There is a choice of two regenerative braking modes – D, and the stronger B setting – though for our tastes, the former is too weak and the latter can be a bit too strong at times.
The 245/40 R20 Goodyear Eagle F1 tyres deliver reasonable grip in the dry, but there is some torque steer – where the steering wheel tugs in the driver’s hands under hard acceleration – and in the wet they can struggle for grip from a standing start.
Where the Peugeot 408 does impress is in noise, as tyre roar is well suppressed, and there’s not too much wind noise – thanks in part to door mirrors that are on the small side, which comes at the detriment of visibility.
The rear window isn’t particularly large, and over-the-shoulder visibility is also compromised, though the windscreen and side windows are well sized.
The matrix LED headlights deliver good illumination at night, but in a light drizzle, the rain-sensing wiper software is not the most intelligent, and can be slow to react to changes in the intensity of the rain.
| Key details | 2024 Peugeot 408 Fastback GT Plug-in Hybrid |
| Engine | 1.6-litre four-cylinder turbo petrol |
| Power | 132kW @ 6000rpm petrol 81kW electric 165kW combined |
| Torque | 250Nm @ 1750rpm petrol 320Nm electric 360Nm combined |
| Drive type | Front-wheel drive |
| Transmission | 8-speed torque converter automatic |
| Power to weight ratio | 98kW/t |
| Weight (tare) | 1684kg |
| Spare tyre type | Tyre repair kit |
| Payload | 536kg |
| Tow rating | 1400kg braked 750kg unbraked |
| Turning circle | 11.2m |
Can a Peugeot 408 tow?
The Peugeot 408 can tow up to a claimed 1400kg braked or 750kg unbraked. Our findings suggest it would have no trouble pulling such a load, though we’d recommend ensuring there’s plenty of charge in the battery when doing so.
The 408 has a payload of 536kg – based on a gross vehicle mass of 2220kg and tare weight of 1684kg – which is not the most generous, given it has to cover a full tank of fuel (about 50kg), but should be enough for five passengers of average weight.
Exceeding the payload is illegal, and the driver could face fines or other penalties if the vehicle is found to be above its gross vehicle mass.
Should I buy a Peugeot 408?
Before proceeding any further: if your daily round-trip commute is more than 50km, and you do not have the off-street parking facilities – or the diligence – to top up the battery pack when it runs low, it is hard to recommend a plug-in hybrid.
Outside of these conditions – if you drive long distances each day, and don’t have off-street parking – you will not get the benefit of a plug-in hybrid’s longer electric driving range, and a conventional hybrid with a smaller battery that can’t be plugged in will be a better fit.
If a plug-in hybrid is right for you, the Peugeot 408 is a funky addition to the Australian new-car market, with interesting looks, brisk performance, confident handling, a high-quality interior, reasonable passenger space, and frugal efficiency when the battery is kept charged.
However, the unconventional driving position and dashboard design will be deal-breakers for some buyers, the infotainment system could be quicker and more user-friendly, and there is room for improvement in the suspension, brakes and transmission response.
And that is before you consider the price, which at close to $75,000 drive-away is not small change, and will be out of reach for many buyers.
In offering the 408 through factory orders only – and not holding stock in dealers – Peugeot Australia is admitting this sedan-SUV-mashup is a niche within a niche, but for a particular group of buyers, it will be a great fit.
How do I buy a Peugeot 408? The next steps.
Peugeot Australia has quoted wait times of four to six months for new factory orders, and after dealers eventually sell their demonstrators, there is not planned to be any stock of the 408 ready to go in showrooms.
The next step on the purchase journey is to contact your nearest Peugeot dealer at this link to inquire about the precise wait time, and any stock on hand. You can also find Peugeots for sale at Drive.com.au/cars-for-sale.
We strongly recommend taking a test drive at a dealership before committing because personal needs and tastes can differ. We’d also recommend test-driving the Peugeot 508 plug-in hybrid, if your heart isn’t set on the 408’s SUV-inspired looks, as well as the related petrol-powered Citroen C5 X, if a plug-in hybrid doesn’t suit your lifestyle.
If you want to stay updated with everything that’s happened to this car since our review, you’ll find all the latest news here.
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