Might it be because members of the Peugeot family control a large tranche of Stellantis shares that their namesake marque keeps launching high-end models? Citroën, by contrast, no longer does, and the guillotine is said to be coming for the slow-selling C5 X.
When it comes to the latest and next generations of big French cars and SUVs, Stellantis sees only two brands: Peugeot and DS Automobiles. The second of these is said to be preparing an electro-futuristic ID/DS for Retromobile in early February. Which, evolved somewhat, may even enter production before 2030.
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Three propulsion system choices
The Europe-based divisions of Stellantis don’t do a huge amount of big car business but when the platforms and plants and powertrains are shared across brands, the strategy can make sense. Thus the existence of the 4.7 m long Peugeot 408 and its E-408 electric brother.
All sorts of engines and transmissions have and continue to feature in this large-to-Europeans five-door high-stance hatchback, with the newest one made available to me recently. Surely, a mere 1,199 cubic centimetres is way too teeny a capacity for this car? Strangely, that is far from the case.
The three-cylinder turbo engine is, as noted in my recent experience of a week with the Fiat 600 (mild) Hybrid, not just a 1.2-litre turbo. Instead, there are power output choices – 74 kW (100 PS) or 100 kW (136 PS) – dependent on the Stellantis model in question.
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By GlobalDataEach of the two powertrains comes with the same 0.89 kWh battery for a 48V mild hybrid system, this being an integrated starter-generator and a 22 kW motor with 55 Nm of torque. Drive is to the front wheels via a six-ratio Direct-Shift Gearbox.
Produced in Mulhouse (and Chengdu)
In the case of the 408 (mild) Hybrid, the car’s building blocks predate the creation of the present giant OEM, it being Efficient Modular Platform 2, originally a PSA Peugeot Citroën architecture. Certain complementary models – for Opel/Vauxhall, DS and Lancia – coming in 2025/2026, while predicted to be in the same segment niche, will instead be based on STLA Medium.
The new 48V hybrid was announced for the 408 back in April but it did take some months to starting rolling off the line at the Mulhouse plant in France. Similarly, the newly revealed (at the Paris motor show) E-408, will not be launched immediately. This EV has a 157 kW (210 PS) and 345 Nm motor, with the net capacity of the NMC battery being 58.2 kWh, allowing a claimed maximum range of up to 288 miles.
Three-claws tail light design
But back to the 408 Hybrid. It looks nothing like any other car, and that’s including exist Peugeots, even if the three digits identifier is positioned on the edge of the bonnet, as per other lion logo vehicles.
The stance is high, wheels and tyres are big, there is a dramatic grille and a kind of duck-tail tailgate. Press the button to open this and a vast space is revealed: 536 litres expanding to 1,611 with seats folded. A 12V socket inside the boot is standard, while the parcel shelf is directly attached to the tailgate.
There is an equal amount of room for anyone lucky enough to be seated in the back, seating is soft, the window-line perhaps a little on the low side for shorter people but up front the glazed areas are more generous. A terrible pity then that for the driver the view out the back is greatly hindered by the lack of a wash-wipe system. Thankfully this ridiculous general trend seems to be coming to an end. Maybe the return of spare tyres (at no cost too) might be next?
Doors close with a German-style thud and have soft linings which accommodate big water bottles. Take your seat, look around and immediately all manner of standard supplied-to-Stellantis parts are clear to see. But so what, it’s all mostly high quality stuff.
I am moaning about this yet again, or rather observing it but on a high-priced model (or any model for that matter), why is there a long, shrill beep to announce automatic locking when those doors are closed and the driver walks away? The 408 would be close to being a genuine premium vehicle if this alone were deleted.
Green, glowing gauges
The digital instrument cluster has too-small gauges, made all the more annoying for there being so much space for properly sized read-outs. Happily you can turn off a 3D effect gimmick which I tried and soon found took too long to get used to. Honestly, what on earth is wrong with a big round speedometer and tachometer plus a multi-readout display?
Those who thrill to being in front of the typically dinky Peugeot steering wheel and i-Cockpit array of controls will love the 408. Equally anyone who isn’t keen on this theme should shop elsewhere amongst the group’s multiple brands.
For reasons unknown, the little tiller is flat at the top and bottom, which makes it feel peculiar at times, yet the go-kart effect is a buzz. Even in what is clearly something which is nothing like a low-slung sports car. One other delight is three coloured stripes in the digi cluster – blue, blanc et rouge – denoting the French flag.
Weight has been kept admirably low, cars powered by the 96 kW (130 PS) base engine starting at just below 1,400 kilos. The PHEVs and MHEV as well as the EV obviously weigh more though, even if the GT trim level 136 PS mild hybrid tips the scales at only 1,369 kilos.
E-408 UK market deliveries from early 2025
Families or couples are who this car is aiming to cater best to and for that demographic, the 408 is near-perfect. Particularly as there is now an electric option, albeit a high-priced one. I am yet to drive the EV but would doubt that the steering and general feel are as light as the Hybrid. No pun intended but that is an apt accident.
Summary
Even though the C5 X exists, the 408 is genuinely its own model. Moreover the CEO of Citroën has recently let slip that there probably won’t be a successor for that older (and longer) equally tall fastback. Leaving the Peugeot to be Stellantis’ eventual sole French brand model in this niche part of the 4.6-4.8 m long size class.
Volumes are never going to be anything but small (sub-3,000 for the C5 X during the year to the end of September, Europe-wide). Compared to 16,000 plus for the 408. So it’s clear that this model is on solid ground, proving that yes, people really will buy a big Peugeot in worthwhile volumes. Once the E-408 is added to that total, 2025 will surely be the best year yet for these ICE-MHEV-PHEV-EV cars.
Peugeot 408 (130 PS 1.2 turbo) pricing starts at GBP33,195, with the 48V Hybrid 136 e-DCS6 priced from GBP33,810 or from GBP40,550 for the PHEV. The MHEV’s official WLTP Mixed cycle consumption is 54.3 mpg and in urban conditions, drive can be in EV mode for a claimed up to 50 per cent of the time.
The GT model grade test car is listed at GBP36,730 OTR before options. Its CO2 average is 114 g/km, 0-62 mph takes a stated 10.2 seconds and top speed is claimed to be 131 mph.
